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COPYRIGHTED 



PROF. K. F. NICHOLAS 






The USE and ABUSE 
of the AUTOMOBILE 


By PROF. K:. F. NICHOLAS 

KANSAS CITY, MO 



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MAIN CLASS-ROOM. PROF. K. F. NICHOLAS 










Foreword 


I N THE following pages you will find the use and abuse of the 
automobile explained and illustrated as thoroughly as it can be 
on the printed page. I do not claim that you will be able to learn 
to be an automobile specialist out of this book alone, for you will dis¬ 
cover it is not possible for me to illustrate things as plainly to you 
in a book as I could if I had you in the class room. However, I do 
claim that any person who has ever gone through the school room 
and has heard the instruction given there and the illustrations ex¬ 
plained, I do claim that this will bring back to him the things as 
fresh as the day they were in the class room. You must also realize 
tliat you are reading a matter which is not being illustrated by the 
real article. And yet I do claim that you can get a great deal of 
good out of this book if you are one who understands anything at 
all about an automobile. I am certain that after you have read this 
that you will get more than your money’s worth out of it and will 
be overpleased with what knowledge you have received from the 
book alone. 1 believe it is made plainer in this book than in any¬ 
thing yet published. Also the instruction herein is taught the same 
as you will find in the class room, and the one who is teaching you is 
one who has had the real experience. 



The USE and ABUSE of the 
AUTOMOBILE 


By PROF. K. F. NICHOLAS 

Chief Instructor of the Automobile Training School, Kansas City, Mo. 


I X TAKING up the automobile business, it is really necessary for 
a man to go to the very bottom so that he may be able to under¬ 
stand every working principle and part of the gasoline engine. 
Trying to learn this out of a book is impossible. The book principle 
is to give a man back what he has forgotten, since you can refer back 
to this and get my instruction just as it was taught in the class room. 

To understand its principles, the automobile ought to be taken 
up just as it was when first invented. Booty Roe was the first man 
to invent the first four-cycle gasoline engine, although the gasoline 
engine was not the first propelling vehicle that was ever invented. 
Steam power was the first, and it made a failure. Later the locomotive 
took its place. Afterwards steam developed into the automobile, and 
still later Booty Roe, who discovered that gasoline had power, put it 
to work. You will notice now that we have the three propelling 
vehicles—ga.soline, steam and electric. 

In taking up gasoline, it is really necessary to understand the use 
and abuse of the gasoline engine. There is no piece of machinery 
on the face of the earth that is abused any more than the gasoline 
engine. In contrast look at the locomotive. It runs over smooth rails, 
and every night when it comes into the round house, it is looked care¬ 
fully over by mechanics who understand their business, while the 
gasoline engine on the automobile goes out over the rough roads and 
is abused from morning to night, and is then run into the shed and 
has no care whatever. The next morning the man who operates it 
starts it for its next day’s abuse. Did you ever notice that the fol- 
lowing usually takes place when a man buys a brand new car?—you 
certainly have if you are the owner of a car! A man is sent out to 
you who is supposed to understand his business. He tells you how 
to operate your car. The first thing he tells you is to be sure to 
always release your clutch. He has told you wrong when he told you 
that. The second thing he will tell you is how to turn on the spark, 
how to change speeds and how to start a car. After he has left you, 
then your trouble begins, for the first thing you will do is to go to 
your car, undertake to start it. And when you do, you will find that 
it fires backwards, giving you a very severe lick upon the leg or 
arm, maybe breaking some limb. If this doesn’t happen, by the 
time you get into your seat and undertake to start the car, you will 
hear a ripping and roaring sound coming from your gears. This is 
nothing more nor less than the fault of the driver, as you will readily 


2 


THE USE AND ABUSE 


learn when you get further advanced in this hook. ;\notlier thing 
you will notice after starting the car, although you may start out 
all right at first, after changing speeds from first to second, you will 
find that it gives you a great deal of trouble to change these s])eeds 
without making a noise, ^'ou may discover that it may not he even 
this that troubles you, hut something else. In short, it will he well 
worth your time to read this hook, as it may he the cause of saving 
your life. 

Suppose you should go to your car in the morning, not having 
been warned against the dangerous j^oints, and undertake to start it 
while it was in high speed. You would find your car would make 
one lunge, leaping over you, and perhaps breaking your neck or hack. 
This has happened to several men among my acquaintance in Kan¬ 
sas City, and is likely to happen to you, provided you are not guarded 
against these dangerous points. 

The above are only a few of the facts concerning the abuse of the 
gasoline engine. Let us continue. The average man who drives an 
automobile, if you observe, you will notice him start suddenly, and 
stop suddenly, and you will notice him turn corners at a high rate of 
speed. You will also observe that he drives at a high rate of speed 
over rough places. Again, you wdll sec him drive his car, it may be 
during the evening, then run into the shed and leave it there un¬ 
touched. That is the last of it until the next morning. Is not this 
abuse to the gasoline engine? When anything goes wrong, a cold 
chisel and a hammer is the way he usually starts to repair it. Such 
repairing as this makes the first expense of a man’s car the least. 
But the second expense becomes greater, due to the al)use of the 
gasoline engine. Later on, I will give you the knowledge of using 
one tool that will make your first expense much greater than the 
second expense, but it will save you in the long run. 

If you will go home after driving your car and take a piece of 
W'-aste and wipe the grease from all the different parts, you will re¬ 
move your trouble. Upon doing so, you will discover wdres that be¬ 
come oil soaked, cause trouble such as shorts. You will also find that 
grease gathers in your magneto and shorts it out. And again, the 
vibration of your car causes the different parts of the car to work 
loose. By wiping over these parts you will learn the parts which arc 
working loose and know what size wrench to use in order to tighten 
them up. You have also discovered and prevented trouble that would 
occur later. For every time a trouble shooter is called out to fix your 
car it means a dead expense. And that expense runs very high and 
it is just as well that you do away with it. The troubles of the gaso¬ 
line engine are very easy to overcome, providing you understand the 
principle of every part and why every part performs its work in the 
way that it does. 

If you are to drive an automobile in the city, it is necessary to un¬ 
derstand the rules of driving. In coming to a street car crossing, you 
should always drive across straight ahead and turn to your left. 
Again, you should always slow down before crossing a street car 
crossing. Give yourself a chance to look both ways, seeing that you 
have the clear; then you are at liberty to cross over. Don’t take 


OF THE AUTOMOBILE 


3 


chances on the boulevards, even if you do have the right of way. 
.Sometimes the street cars don’t stop—it may l)ecause of the brakes 
not holding, or it may be because the motorman doesn’t care. In 
driving on slippery, wet streets, you should proceed very carefully. 
Don’t lock your brakes suddenly; don’t start your car cpiickly; as 
this causes skidding and is liable to result in a great deal of trouble. 
When old people are crossing ahead of you, it is really not necessary 
to make a noise, since you will find you will have better success in 
crossing the street without scaring them than you will if you were to 
blow your horn and frighten them. If you blow the horn quickly, they 
are sure to jump back in your road, and the chances are you might 
hit them. 

In driving around a bluff or any other ])lace where you notice 
an icy or slippery place ahead of you, alw^ays release your clutch and 
release your brakes and let your car coast over. To illustrate, when 
driving a wagon down a hill, if you lock the brakes, the back end 
of the wagon will try to beat the front end down. By releasing the 
brakes, the wagon will straighten up at once and ])ushes the horses 
ahead of you. Finding you have no horses to an automobile, this will 
not happen ; but if you release your brakes your car will stay straight 
in the road and will coast over the icy, sli])pery place without a bit 
of danger. Otherwise, it is liable to skid sideways and go over a 
bluff if there is one, which sad experience has happened to a number 
that I know of, and has caused loss of life to several. 

In starting an automo])ile, the proper thing to do is to always 
see that your spark is retarded, and that your levers are in neutral. 
Then, by placing your thuml) behind the crank, and by pulling very 
quickly, you will find that your motor will start off without any 
danger. After taking your seat in the car, release the clutch clear 
out, advance the spark a])out half, and throw your lever into first 
speed. Then leave the clutch in easily. When the car starts off, just 
release the clutch far enough to release the motor power from the 
transmission and shift over from first to second very quickly. To 
your pleasure you will find that this can be done without making a 
particle of noise. Then from second to high. Do the same by releas¬ 
ing the clutch just far enough to release the motor power from the 
transmission and shift into high speed quickly, lifting your clutch 
back slowly. You will find that no noise will be made by shifting in 
this way, as you allow the jack shaft to keep running as well as the 
drive shaft. These gears both running will slide together without 
making a |)article of noise. 

After your car is in good motion, don’t lock your brakes suddenly, 
as it causes a very severe strain u])on every ])art of the gasoline en¬ 
gine. When the brake is locked suddenly it throws a strain upon the 
jack shaft, upon the drive shaft, upon the t)ropeller shaft and to the 
differential. This shock or strain has been received all the way 
through to the rear axljes on the rear wheels, and is very apt to cause 
crystallization. Crystallization will keep working until it has finally 
lost its strength and gives way. ddie metal looks like it has been 
rubbed together, excei)t right in the heart of the i)iece of metal, which 
you will find is a fresh break, which has been crystallized in that part, 


4 


THE USE AND ABUSE 


and this part not heinj;- stroni^ enough, breaks. Sudden stoppage of a 
car also throws a strain ni)on the beads of the tire, and in time causes 
it to give way. 

THE WAY TO AVOID TROUBLE 

by first going to work and straining your gasoline through a 
chamois skin, you will find that you avoid a great deal of trouble that 
will occur otherwise. The gasoline, after leaving the oil wells, is 
hauled in a large tank, from which it is poured into tanks here, and 
from these tanks to your automobile. During tins transit a great 
deal of dirt has gathered since the time it left the oil well. This dirty 
gasoline, entering the tanks of the car, will cause trouble, which, of 
course, means expense to the man who owns the automobile. By 
straining the gasoline thoroughly through a chamois skin, you avoid 
this trouble altogether. Sometimes water will be found in gasoline. 
If this be the case, by straining it through a chamois skin, the water 
also will be kept from passing through. If the gasoline should enter 
the car dirty and stop it up, such trouble can be located in five minutes 
from the time you reach the car, provided the owner is an all round 
expert. Rut if he is not, he should avoid this trouble. 

BROKEN PARTS AND THE WAY TO GET HOME 

If you were to break a rear wheel of your car, at first it would 
seem almost impossible to get home. However, by taking a pole and 
placing it under the car, the same as you woidd on a wagon, fastening 
it to the front axle or to the running board, then tying your rear wheel 
to the pole that is broken so that it cannot turn, you will ascertain 
with pleasure that you can drive home with the other wheel, since it 
is bound to turn. This is due to the differential which alloxvs one 
wheel to stand still while the other one runs twice as fast. 

Should you strip out a set of transmission gears, you can also 
drive home by throwing into high speed. You have what is called* 
a “direct drive.” This does away with all the gear power, and you are 
able to drive in on high speed. You will have to bring your car up 
to a fairly high speed, allowing the clutch to slip while starting your 
car. After once getting started, it is no more trouble to drive home 
this way than it is any time when driving on high speed. 

If you should happen to break a connecting rod, by going to 
work and removing the Cylinder and taking out tlie broken parts and 
placing the cylinder back on, release the push rod on the intake valve 
of the dead cylinder, and you will find that you can drive home on 
the other three cylinders, or the cylinders that you have left. 

Should you break a propeller shaft, splice it the same as you 
would a broken arm by placing four pieces of iron round the sides 
and wrapping tightly with a piece of wire. Fasten a piece of wire 
from the front universal joint to the back universal joint, wrapping 
it in the oi)posite direction from the way the propeller shaft turns. 
You will find that both pieces must then go together. 

In case that your radiator should happen to be leaking badly 
when on the road, by getting some corn starch and dissolving it in 


OF THE AUTOMOBILE 


5 


a bucket of water and pourinf^ this into the radiator, you will discover 
that it will check the leak at once, and you will he al)le to drive home 
without any delay. 

In case you were to strip out the differential gears, hy going 
to work and taking the differential out and block the gears with a 
piece of wood, you will he able to go to work and make a stiff drive 
in which you could drive home without any trouble. However, you 
must be careful in turning the corners, as one wheel has to slip on 
the ground while the other one turns. 

In case your clutch gets to slipping, and will not hold (if you have 
the comb clutch), you can raise it by slipping a hacksaw blade under 
the leather, or a piece of wood, tin, or anything that will raise the 
leather so that it will seat tight when the clutch is left in. This will 
keep it from slipping and will allow you to get home safely. 

Say that you were to get in a mud hole and one wheel was on 
good footing, and the other one was in the mud hole, was turning 
round and wouldn’t hold. A good way to stop this is to knock the 
pin out on the brake rod on the side of the wheel that is on good 
footing. This will allow you to lock the brake on the wheel that is 
slipping and keep it from doing so, as the other wheel will have to 
turn then and will take you out of the mud hole without a bit of 
trouble. 

If your lamps should go out and you had no matches after night, 
to light them is a very easy matter. Just take a piece of paper, dip 
it in the gasoline, take off a high tension wire and allowing the spark 
to jump across to the paper. This will set it afire, and you can light 
your coal oil lamps. Then one of those can be taken round and light 
the rest. 

In case a universal joint should give way on one side, about the 
only way of driving home on your own power is to drive backwards. 
This can be done without any trouble. 

FOUR VIBRATING COIL 

The Four Vibrating Coil is a system which is used on a great 
many cars. It has its good principles and bad principles the same 
as any other system. 

The Four Vibrating Coil consists of four units which have a 
primary and secondary winding. The figure you see here gives you 
a plain view of the Four Vibrating Coil, wired up as it should be on 
the car itself. 

It is really necessary for you to go to the very bottom in order 
to understand the principle of this coil. You will find in taking up 
the Four Vibrating Coil, or any other coil, one must also understand 
the effects of lines of force. You will discover that in winding wire 
in which you flow a current over will create a line of force which 
cannot be seen, but the effects can. For instance; take a piece of 
iron; wrap a piece of paper round it; then wrap a wire over; con¬ 
necting each end of this wire to a set of batteries, and you will find 
that the iron core becomes magnetized. It is through the lines of 
force that the iron core becomes magnetized. Hence, you will find 


6 


THE USE AND ABUSE 


wherever there are lines of force there is magnetism, and wherever 
there is magnetism, there are lines of force. In order to understand 
this clearly, it is also necessary to he where some one can demon¬ 
strate this princijde as well as teach it to you. In this teaching you 
will discover why we are trving to impress upon you that lines of 
force are magnetism and magnetism is lines of force, for it fs really 
necessary to understand this thoroughly in order to understand how 
we create a secondary current. A secondary current is made by the 
breaking of the lines of force. l>y this method, you will find, the 
spark was created as hot as it is, and hence the current used on auto¬ 
mobiles goes as high as 2(),()()() volts, starting out with a voltage of five 
to six. This is done by means of the induction coil. 

The first ignition system which was used was the Make and 
Break system, in which they used the spark coil, and still do today, on 
a stationary gasoline engine; but on automobiles we used the induc¬ 
tion coil. 

To increase the current on an induction coil, it is stepped up by 
flowdng a primary current o\'er a primary winding, which creates a 
line of force by breaking this current. Then it breaks the line of force 
and creates a high tension current in the secondary winding, in which 
this current will go ten to one as the winding is made that way. 
We do not mean one wind of the primary and ten of the secondary, 
but we mean one of the ])rimary and ten thousand of the secondar_;. 
This raises the voltage which is carried to the spark plug, as the high 
tension current will jump almost three-fourths of an inch. This makes 
a very hot spark and if you were to take it direct through your body, 
it would “tie you up” in a knot. You wouldn’t be able ever to let go. 
The shock that you receive from the motor is merely a slight shock, 
as the entire current doesn’t go direct through your body, but only 
part of it. 

In Figure No. 20 I shall ex])lain the Four Vibrating Coils in a 
way that you may understand the principle from the beginning to 
the end. It is necessaiw that a person should understand how to find 
out the way a motor fires and how to find the compression stroke 
dead center, and also how to set a timer of magneto. 

No. 1 on the figure shows the positive connection ; No. 7 shows 
the negative connection of the storage battery; No. 2 shows the con¬ 
nection of the switch; No. 3 shows the ])rimary wire in the coil box; 
No. 4 shows the terminal from the coil box to the timer; No. 5 shows 
the terminal at the timer; No. (> re])resents the current returning back 
to its point of starting; No. 8 shows the high tension current feed¬ 
ing out of the high tension terminal, and No. 9 shows the spark plug 
where the high tension current feeds to, which is No. 1 cylinder, or 
should be. 

We always have a system by using one end or the other of the 
motor for No. 1. By using the cylinder next to the radiator for No. 1, 
you will find you are following the rule as many mechanics do. 

As you wish to find out the way this motor fires, you will notice 
the intake valves and exhaust valves are colored green and red. The 
green valve stems are the intake valve stems. The red valve stems 
are the exhaust valves, which will l)e found nearest the exhaust mani¬ 
fold opening. The intake valves are found nearest the intake manifold 


FIG. 20. FOUR VIBRATING COILS. 




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OF THE AUTOMOBILE 


7 


opening. To find the way your motor fires, watch the exhaust valve 
open and close on No. 1 C 3 dinder; then place your thumb and finger 
on Nos. 2 and o. If No. 3 opens next, it fires 1, 4, 2 ; hut if No. 2 

opens next, it fires 1, 2, 4, 3. 

Now, to find compression stroke dead center, by watching the 
exhaust valves open and close on No. 1 c^dinder, you must turn the 
fly wheel one complete revolution, getting dead center mark even 
with the center of the cylinder and it will give compression stroke 
dead center on No. 1 cylinder. Or, by watching the exhaust valve 
open and close on No. 4, and getting the dead center mark even with 
the center of the c\dinder, it will give 3 'ou compression stroke dead 
center on No. 1. Then set your timer. Fully retard the timer and 
set it so as to be just ready to make contact with No. 1 point. 

After setting your timer so it is just ready to make contact with 
No. 1 point, you are then ready to start to wire up. Wire your high 
tension wires in rotation as they are in the drawing. Wire your pri¬ 
mary wires from No. 1 point of the batteries to the terminal of the 
switch. No. 2. The other point of the batteries must be connected 
to the ground, which is the frame of the motor. Then you will wire 
your primary wires from ^^our timer to the coil, according to the way 
the motor fires. As this motor fires 1, 3, 4, 2, you wire No. 1 point to 
No. 1 point on the coil. You wire No. 2 point on the tinier in the 
direction that the timer hand turns to No. 3 on the coil; you wire No. 
3 on the timer to No. 4 terminal on the coil; you wire 4 point on the 
timer to No. 2 terminal on the coil. This will make your motor 1, 
3, 4, 2. 

At this point we will trace the current as it travels from this 
system and what takes places as the current is traveling. Ydien turn¬ 
ing the switch on at No. 2, the current starts out on the positive side, 
No. 1. It passes across switch No. 2, up to the spring over the green 
wire, across the spring and through the adjustment screw, through 
the primary winding to terminal No. 4. Then it passes to the timer 
terminal, No. o, where it passes in on the contact maker across the 
shaft. No. 6, from whence it passes down over the green wire back 
to the batteries where it started from. Ydiile this current is passing 
through the primari’' winding it creates a line of force, causing the iron 
core to become magnetized, draws the spring down and breaks the 
current. Breaking the current, it breaks the line of force and creates 
a high tension current in the secondary winding. This current passes 
out over the high tension wire to the high tension terminal. No. 8. 
From this it passes to the spark plug. No. 9, where it returns over to 
the timer over the red dotted line. There it passes back through the 
timer as the red arrows point back through the primary wire, back to 
terminal No. 4, wliere it returns back into the secondary winding 
from which it started. 

You will find that No. 1 cylinder fires down; No. 2 cylinder comes 
up exhausting; No. 3 cylinder comes up compression; and No. 4 
cylinder goes down, taking in a charge. As No. 3 cylinder reaches 
compression stroke dead center, the timer has moved from 1 to 2. 
As it reaches No. 2 contact point, it closes a circuit again in which 
it this time passes from the ])ositive side. No. 1, to the switch No. 2, 
passing over the primary winding. No. 3, to the contact point. No. 2, 


8 


THE USE AND ABUSE 


on the timer. There it returns l)ack over the frame of the motor, back 
to the batteries where it started from. 

While this current passes thronj»h No. d, it creates a line of force, 
causing the iron core to become magnetized and draws the spring 
down, breaking the current. Breaking this current, it breaks the line 
of force and creates a high tension current in the secondary winding, 
which rushes out over the red wire passing down to spark plug No. 8. 
There it returns back through the timer, over the primary wire to the 
secondary winding where it started from. As this takes place. No. 3 
cylinder fires down; No. 4 comes up on compression stroke; No. 1 
comes up exhausting; No. 2 goes down taking in a charge. As No. 
4 reaches compression stroke dead center the timer has moved from 

2 to 3 where the circuit is closed again. This time the current passes 
from the batteries No. 1 to the terminals of the switch No. 2, passing 
over the green wire to No. 3 coil where it passes through the primary 
winding. There it returns over to timer contact No. 3, and returns 
back over the frame of the motor back to the batteries where it 
started. Also, a line of force is created in this coil, causing the iron 
core to become magnetized, draws the spring down and breaks the 
current and breaks the line of force. Breaking the line of force, it 
creates a high tension current in the secondary winding which rushes 
to the spark plug No. 4. There it returns back over the frame of the 
motor to the timer, returning back over the primary wire to the coil 
where it started. 

As No. 4 fires down, No. 1 goes down taking in a charge; No. 2 
comes up compression and No. 3 comes up exhausting. As No. 2 
reaches compression stroke dead center, the timer has moved from 

3 to 4 where the circuit is closed again and the current passes from 
the positive side of the battery passing through the switch where it 
passes through No. 2 coil. There it passes out from the terminal to 
No. 4 contact point on the timer, returning back over the frame of 
the motor, back to the batteries where it started from. Also, this 
current passing through creates a line of force, causes the iron core 
to become magnetized, draws the spring down and breaks the cur¬ 
rent, and breaking the current, breaks the line of force and creates a 
high tension current in the secondary winding, passing out to the spark 
plug No. 2. There it passes down over the frame of the motor, re¬ 
turns back over the primary wire to the timer, back to the secondary 
winding where it started from. This causes No. 2 cylinder to fire 
down, No. 1 comes up on compression stroke, and No. 4 comes up 
exhausting and No. 3 goes down taking in a charge. The timer has 
moved back to No. 1 contact point to where it started from. Each 
one of these cylinders has completed a cycle, as each cylinder has 
come back to the same point of starting, and a cycle of a four-cvcle 
gasoline engine is one which completes four duties in two revolutions. 

You may wonder why the current ])asses to No. 1 coil first and 
doesn’t pass through all the coils at once. If you will notice, tracing 
the current through any of the other points but No. 1, you will come 
to the timer and you will find that there is no way for the current to 
go across, as this timer is insulated between the green points. The 
green points are the only places that they can make contact or close 
a circuit. The dark points, you will find, are insluated, or otherwise 


OF THE AUTOMOBILE 


9 


are fibre in which the roller passes over and cannot make contact in 
any way, shape or form without making contact with the terminals. 
1 his way, the wires being connected as they are, the current must 
flow through first No. 1, then 3, 4, and 2. 

You may also wonder why we retard a spark when setting the 
timer. Of course you realize we advance the spark when the motor 
is running. The reason we do so is l)ecause it takes a space of time for 
gasoline to burn up. As it takes a space of time, we have got to ignite 
the gas ahead of time since the motor runs at such a rate of speed that 
the gas will burn up by the time the piston has reached the dead center, 
giving us the full benefit of the explosion from the very top down. If 
we were to ignite the gas on dead center, the gas would be burning 
and would release, which would cause a great deal of heat and also 
a loss of power, as you will find that the piston had traveled part way 
down before the gases would burn up and therefore the explosion 
would take place too late. You must understand that the piston 
travels further on the first quarter than it does on the last. For that 
reason we have got to gain all we can on the first stroke. By gaining 
our explosion on the dead center, we get the full benefit of the ex¬ 
plosion stroke from the top down. So, by setting the timer fully re¬ 
tarded, and setting it to make contact as it comes on dead center, 
when we advance the spark we ignite the gas while the piston is 
coming to the top. This way the gases are burning while compress¬ 
ing. The burning of the gases gives greater combustion, which, when 
fully compressed, gives off a greater explosion than it would if it was 
to be ignited and even burned on the dead center. This is why we 
gain so much power out of such small cylinders. 

TROUBLES OF THE FOUR VIBRATING COILS AND HOW 

TO LOCATE THEM 

If there is a continual buzz of the vibrator and back firing through 
the carburetor, the trouble is found at the timer. This is caused from 
dirt, from oil-soaked wires, broken insulation, or wires coming off 
from the timer touching the frame of the motor somewhere. This 
trouble is always found at the wires that are connected at the timer 
or in the timer itself. The reason for this is a continual flowing of 
current of the priniar}^ circuit, which causes a continual line of 
force. This causes the iron core to be magnetized continually, causing 
a continual vibration. As it draws the spring down and breaks the 
line of force continually, it continually creates a high tension current 
in the secondary winding. This passes to the spark plug, and hence 
at the cylinder you will have a continuous spark, which, the moment 
the gas is drawn in this cylinder, is ignited and fired back through the 
carburetor. If the wire No. 1 at the storage battery was to get shorter 
or touch the frame of the motor in any way, it would cause the battery 
to discharge very fast and chances of ruining your battery. 

If the wire of the dry cells leading to the switch No. 2 should 
happen to get shorter, by chance it might stop your ca- from running. 
However, I have known it not to do so for some time, and yet when 
it did so, would still give off a spark. In this trouble you will find 
you will have a si)ark, compression and gasoline, which is a very hard 
combination for the ordinary man to locate; but it can be located in 


10 


THE USE AND ABUSE 


five minutes by understandim^ it thoroui^hly. b'irst take gasoline 
from the top of your tank and ])rime your cylinders, about a teaspoon¬ 
ful to each cylinder. You may ask, “Why do you take g'asoline from 
the top of the tank?” Because gas is always lighter and is bound to 
be at the top. If there is any water in the gasoline it is most surely 
to l)e at the bottom. By primming your cylinders with water you would 
be thrown off on to the wrong trail of trouble. After priming your 
cylinders with gas from the top of your tank, crank the motor over. 
If three or four explosions take place, that insures you that your spark 
is in good sha])e and will ignite the gas. This troul^le is found in the 
carburetor, showing that the gas is not getting to the cylinders as it 
should. By trying to flood the carburetor, you will soon locate this 
trouble. If the carburetor will flood through the air valve, you will 
know water in your gasoline is causing the trouble and your car¬ 
buretor is full. If this cannot be flooded, it shows that the spray 
nozzle is stopped up and will not allow the gasoline to pass through. 
By removing either the needle valve or the plug at the bottom (should 
it be a spray nozzle) you can remove this dirt without any trouble. 
Should it be water, by draining off about a pint, generally removes 
the water trouble. 

Should you find that by priming your cylinders the gas would not 
ignite, insure yourself that your timer is properly set by putting your 
Yo. 1 cylinder on compression stroke dead center, and see if your 
timer is just where it can make contact. Finding this proper, your 
trouble lies between the switch, the batteries, the ground wire, loose 
connections, oil-soaked wires, or missing cylinders. To locate this 
trouble, first, turn the motor over with the switch turned off, seeing 
whether your compression is good on all four cylinders. If not, the 
trouble is very ai)t to be that the valve is probably being held open 
by carbon or some other cause. If not, and the compression is even, 
by taking a screw driver and placing at each plug while the motor is 
running, you will find that each cylinder works out the same, allow¬ 
ing just one cylinder to miss at each point when shorter, and the 
trouble is that your carburetor is not ])roperly adjusted. If you find 
that one of these cylinders that you short out, shorts out with your 
screw driver when allowing two to hit, keep on until you find the one 
that makes no difference, so that when shorting you still have three 
hitting. Tlien you have the cylinder that is missing, as it makes no 
change by shorting. Take the high tension wire off and see whether 
the high tension current is feeding to the l)lug. If it is, remove the 
plug. If full of grease and dirt, there is your trouble. If not, take 
the plug to ])ieces. If the porcelain is cracked, that is your trouble; 
but if not, your trouble is somewhere else, d'hen go to work and 
look at your vibrator on the coil which is feeding that plug. If you 
find your ])latinum points are pitted or in bad shape, that is your 
trouble. If not, go to work ami change the coil to a place of one of 
the others and place the other one in its place. I'inding that this 
coil will not work at the other i)lace, the trouble is that the coil is 
broken down, which is caused by using too many dry cells on the 
battery. We should »Mdy use six dry cells on a four vibrating coil, or 
three-cell storage battery. 


OF THE AUTOMOBILE 


11 


lo adjust these vibrators, go to work and short circuit your 
timer. Then you can cause the vil)rator to operate, and you will be 
able then to adjust it until you get a rich, “honey bee” hum. 

FOUR UNVIBRATING COILS WITH MASTER VIBRATOR OR 

DOUBLE IGNITION SYSTEM 

The view which 1 show you next, in Figure No. 2.“), gives you a 
plain illustration'of four unvibrating coils with a master vibrator and 
a high tension magneto in connection. This view shows your sec¬ 
tional figure of the cylinder that shows you plainly that a motor can¬ 
not fire in rotation. As you will notice, NT). 1 piston and No. 4 
])iston are at the top, while No. 2 and No. 3 are at the bottom. Now, 
should No. 1 fire down. No. 4 would have to go down with it. That 
would bring 2 and 3 to the top. Should No. 2 fire next, it would 
undoubtedly take 3 down with it, which plainly shows that it would 
be impossible to fire No. 3 next, as it would be at the bottom with 
No. 2, though since this would bring 1 and 4 to the top, you would 
be able to fire No. 4 next, which would make it fire 1, 2, 4, 3. Other¬ 
wise, you could fire No. 1 ; then 3 ; then to your 4 and back to 2. 

This figure shows you an independent system of the ignition 
system in the high tension and the primary circuit. They are not 
connected together in any way. The breaking of the line of force 
for these coils must be done by the master vibrator. The master 
vibrator receives its name because it is a master over the other four 
coils. 

With this system we get practically the same spark from each 
and every coil for the simple reason that the break is the same. At 
each and every time that the current flows through the master vi¬ 
brator, it passes through one of these coils and the same line of force 
is created in the master vibrator that causes the break to take place 
and causes it to be exactly the same. Breaking the line of force, the 
same will i>ive off more of a uniform, even current than it will with 
a later or slower or quicker break. 

The current after passing from the master vibrator, ])asses 
th rousfh these coils, and creates a line of force in the unvibrating coil. 
This coil has two windings, a primary and secondary. In the break¬ 
ing of the lines of force, there is a high tension current created in the 
secondary winding. 

The high tension magneto, which is in connection with this sys¬ 
tem, will be explained to you later on, as we would rather take up 
the magneto all at once and take it up carefully through the same 
course that we do each system when in the class room. 

First, then, we will start in with this system the same that we 
would with any other to wire it up on the car. The first thing to 
be done is to find out the way your motor fires, which is done by 
watching the exhaust valves open and close, and the way they open 
and close is the way the motor fires. 

Always start at one end of the motor for No. 1. After finding 
the wav your motor fires, then go to work and find compression 
stroke dead center. You will do this by watching the exhaust valves 
o])en and close on No. 4 cylinder, and as it closes to the dead center 


12 


THE USE AND ABUSE 


mark even with the center of the cylinder, you will then have com¬ 
pression stroke dead center on No. 1 cylinder. After getting com¬ 
pression stroke dead center, you must set your timer so that it is 
ready to close the circuit at this time. Do this by retarding the timer 
as far as possible. Then set the contact maker just ready to n^ake 
contact with one of your points, which point must be No. 1. After 
setting the timer and fastening it so it cannot slip, you are ready then 
to start wiring up. 

Start one side for No. 1 of your coils. Wire these high tension 
wires in rotation, as you see them here. Then connect one wire to 
the other terminals of the secondary winding, and connect a wire to 
each one of these terminals fastening it to the frame of the motor, 
which makes you a high tension return. Now, we will start from 
the batteries No. 12. Wire these batteries in series, that is, from zinc 
to carbon and so on through each, which gives you a series wiring. 
Tdiis raises your voltage, leaving amperage stand the same on 
the six dry cells as it does on one, making the life of these six 
batteries the life of one. Then connect No. 1 point to No. 2, which 
is the primary terminal of the master vibrator. Wire No. 4 terminal 
from the master vibrator to each one of the terminals of the unvi- 
l)rating coils on one side. This gives you a feed line to the unvi¬ 
brating coil. Then connect up your switch which must be connected 
the same as the motor fires. As this motor fires 1, 3, 4, 2, you will 
find we have it wired in that way. Wire your No. 1 point to No. 1; 
wire your No. 2 to No. 3; wire your No. 3 to No. 4; and wire your 
No. 4 to No. 2. 

You will please notice that we have this motor firing at the back 
of the machine in place of the front. We use the back cylinder for 
No. 1, showing that you can use either end, it making no difference. 
4'he cylinder which you start with must be put on compression stroke 
dead center before undertaking to set the timer. 

Now, that we have this wired up, you will find the green wires 
are the primary lines and the red wires are the secondary windings. 
We start and trace the current through this system until the motor 
has completed a cycle. The current starts out over the batteries at 
terminal No. 1. It passes over the primary line to the adjustment 
screw No. 3, and on across the spring and round the primary winding 
down to terminal No. 4. There it passes over the feed line which 
connects to terminal No. 5. The current feeds through the primary 
winding and passes down at terminal No. 6. At this point it passes 
up over this green wire in the direction the arrow is pointing to 
terminal No. 7. You will find it passing into the contact maker at 
this point, then on across to the shaft, and down over the frame of 
the motor, it returns back to the ground wire and returns back to the 
batteries where it started from. 

The current, while passing through the master vibrator creates 
a line of force, also creating a line of force in the unvibrating coil, 
which the current passes through. While this current creates a line 
of force at both places, the line of force in the master vibrator causes 
the iron core to become magnetized, draws the spring down, breaking 
the current which is crossing, through an adjustment screw to the 
spring. Breaking this current, it breaks the line of force at both 


FIG. 25. FOUR UNVIBRATING COILS WITH A 

MASTER VIBRATOR. 




















































































































































OF THE AUTOMOBILE 


13 


places, the master vibrator and the nnvibratin^ coil. Again, breaking 
the line of force at the nnvibrating coil, it creates a high tension 
current in the secondary winding. This high tension current passes 
out over the red wire in the direction the arrow points to the spark 
plug and passes across the frame of the motor over to the ground 
wire. No. 15, in the same direction the arrow is pointing. It returns 
back over the high tension return wire to No. 16, where it returns 
back into the coil where it started from. As this takes place, you 
will find that the cylinder at No. 14 fires down. As it does so, your 
No. 4 passes down with it. Your No. 2 and 3 come up. No. 1 fires 
down on power stroke and No. 2 came up at the same time exhausting, 
while No. 3 came up compressing and No. 4 went down taking in 
a charge. While this is taking place the timer moved from the point 
it occupied on to the next point, and the circuit was closed again, 
while the current flowed at once from the battery to the master 
vibrator and across the feed line again, this time passing through 
No. 3 coil. 

The next point will be connected to No. 3, since the current 
would pass through that coil and from thence over the frame of the 
motor it would return back to the batteries from whence it started, 
the same as the other current has done. The same thing takes effect. 
The lines of force are created while the current is passing over these 
primary windings. The spring is drawn down by the magnetized 
core, breaking the current, and breaking the line of force, creating a 
high tension current that passes over the coil it is passing through 
at that time to the cylinder in which the high tension wire is con¬ 
nected. 

As No. 3 cylinder fires down, it brings 1 and 4 up. This time 
No. 4 comes up on compression and No. 2 goes down taking in a 
charge, while No. 3 goes down on power stroke and No. 1 comes up 
exhausting. As No. 4 reaches compression, the timer has moved 
to the next point and it has closed a circuit as you now see it closed 
on the No. 4 point. 

As this circuit is closed the current flows again passing over 
the feed line the same, only passing through No. 4 coil and from 
thence it goes to the terminal in which it is making at this time. 
There it feeds across to the contact-maker which is connected to the 
shaft and over the frame of the motor your current returns back to 
the ground wire where it returns back to the batteries from which 
it started. The same thing takes place. The high tension current 
is created from the breaking of the line of force, which passes out 
to No. 4 spark plug and returns back over the high tension return 
wire, 15, where it started from. This causes No. 4 cylinder to fire 
down, bringing 2 and 3 up. No. 1 goes down with it taking in a 
charge as No. 2 comes up on compression and No. 3 comes up ex¬ 
hausting. You will find when No. 2 reaches compression stroke the 
timer has moved to the next point, in which it closes the circuit 
again over the primary line. This current passing through the master 
vibrator again, passes across this time to No. 2 coil. There it passes 
through the primary winding and passes through the timer where it 
returns back over the frame of the motor to the ground wire across 


14 


THE USE AND ABUSE 


to No. 10 where it crosses the switch to No. 11 and returns ])ack to 
the batteries, No. where it started. 

You will notice that this current while passing- through creates 
a line of force at both places, the master vibrator and the unvibrating 
coil, which current is broken at the master vibrator, breaking the 
line of force at the unvibrating coil. No. 2 , creating a high tension 
current in the secondary winding that passes out to the spark plug 
and returns back over the frame of the motor to the ground wire, 15, 
where it returns back to the secondary winding where it started from. 

As this causes No. 2 cylinder to fire down, you will find that 
No. 2 and No. 8 pass down together taking in a charge. No. 1 comes 
up compressing, and 4 comes up exhausting. As No. 1 reaches com¬ 
pression stroke dead center again, you will find that the timer is 
l)ack to the same point that it started from, ddiis has completed a 
cycle as each one of these cylinders has done four duties and they 
are back to the same point of starting and are ready to start the same 
duties over again. 

TROUBLES OF NO. 25 AND HOW TO LOCATE THEM 

If you should be driving along and should drive up to a place 
to stop and should find when you threw off your switch that your 
motor kept on running, the trouble would be that the wire connected 
at terminal No. 11 to the battery and terminal No. 12 would be 
shorted, or the wire connected at the terminal across from No. 11 
would be disconnected and it would be impossible to close a circuit. 
The thing to do is to short circuit the magneto, since a high tension 
magneto has got to be short circuited in order to stop it. 

Should you hear a continual buzz coming from your vibrator, 
and at the same time find that you had no spark, the trouble would 
be that the terminal No. 4 wire leading to terminal No. 5 would be 
shorted in some way, causing cantinual current to flow over this wire 
through the ground wire. No. 9. 

Should you have a continual buzz of the vibrator and back 
firing through the carburetor, the trouble would be that there would 
be a short in your timer, or the wires connecting to the timer, which 
causes a continual flow of current, and this would ignite the gas at 
the moment it reached the cylinder. 

Or again, should you be driving along and your car should stop 
suddenly, by trying to start it, you would learn at once that the car 
would not go; or should you notice that your vibrator wouldn’t 
even hum, then you must look at your batteries. Finding them all 
wired up and in good shape, you would begin to wonder if you 
couldn’t start it on the mag. Finding that you couldn’t do so, you 
would make up your mind that your trouble is in the ground wire 
from No. 10 to NT. 9. This wire is disconnected and you will find 
that neither system will give you a s])ark. 

.Should you find that you had one of your cylinders missing, 
the proper way of locating this trouble is to first see that you have 
got a compression. J-'inding that the compression is good, your 
trouble then is either in the coil or in the spark plug. By examming 
the spark plug, if you do not find it dirty or the porcelain cracked. 


OF THE AUTOMOBILE 


15 


you may then go to work and see if your trouble is not in your coil. 
This can be done easily by changing this coil to the place of another 
and placing the other one in the ])lace of this one. h'inding this coil 
will not work in the other ])lace and the one ])ut in its place will 
work, you make up your mind your coil is broken down. The way 
to fix this coil is to replace it with a new one. 

Should you find you have a s])ark, compression and gasoline, 
and the motor will not run, you will ascertain that this trouble c.an 
be located by ]>riming the cylinders as I have already explained to 
you. If the gas which you place in the cylinders will ignite, your 
trouble is in the gasoline system ; but should it not, you will know 
that the trouble in this system lies between the batteries and the 
terminal No. 2 and the ground wire. This trouble may be weak 
batteries, loose connections or slight short, in which part of your 
current passes through the coil and part of it passes back. The 
amount of current that is passing through the coil does not produce 
a line of force heavy enough so that when it is broken creates a cur¬ 
rent high enough to ignite the gas under the compression the gasoline 
engine goes. 


THE UNO SPARKER 

The next system which I shall describe to you will be found in 
Figure 26. The Uno Sparker will easily be remembered. If a person 
asks you what it is, you may tell him “Uno.” 

The Uno Sparker is a system which you will find is not used 
on maii}^ cars, but is a very good system, as it gives you absolutely 
the same spark on each and every cylinder. 

You will notice that this system has but one coil, which is a 
single coil and also an induction coil, that does its own work all 
the way through. The system is very simple as there is not a great 
deal of wiring to it. It is very easy to keep up under those condi¬ 
tions. You will not have a lot of wires to l^ecome oil-soaked or to 
cause broken insulation. 

The Uno Sparker can be seen in the above view as it is taken 
apart. The green view is the timer. The black one, which is in the 
center with the three holes, is to re])resent a fibre plate that is placed 
in between the timer and the distril)uter. The distributer is the case 
in which you see the red and black marks, the red marks being the 
contact points and the dark marks are supposed to be solid rubber, 
which distributer itself is a solid rubber case. There is no chance 
for the high tension current to pass any other way but in the direction 
that it should go through this distributer case. The red hand which 
you see in the center with the black dot in the center of it is the dis¬ 
tributer brush that wipes upon the four points round the outer edge 
of this case. 

This distributer and timer are combined together as both are 
given off of the same shaft, which as it appears 'in the view is green. 
This, though, is arranged so that the high tension current cannot 
interfere with the shaft. When it first enters the distributer and 
passes to distributer brush there is a solid rubber caj) which slips 
over the shaft. The high tension current feeding in from the top 


16 


THE USE AND ABUSE 


cannot pass through this solid rnhl)er cap whatever, hut has got to 
pass across to the contact points where it leaves the distributer over 
the high tension wires, going to the spark plugs where it returns 
back over the frame of the motor to the shaft and then on back 
through the timer’over the green wire, from whence it returns back 
to the secondary winding. 

This system shows you two sets of batteries hooked on the coil. 
We do not use both sets at once; but either one of these sets of 
batteries can be used at any time you desire. Should one set of 
batteries become weak and they would not operate this system, you 
could switch across to your other set and use them, allowing the set 
that is not in use to rest. After resting for 12 or 14 hours, or during 
the night, you will find by turning them on again in the morning 
when you start you can get an hour or two hours work out of them 
before they become so weak they begin to give you trouble. This 
way you can entirely exhaust a set of batteries. 

It isn’t necessary that you must have dry cells on this system. You 
can either use storage batteries or use a generator. Any ignition 
system which will supply you current can be used on this system 
as well as any other. 

We shall go to work and explain how to wire up this system and 
set the timer and distributer the same as the other systems. Con¬ 
cerning the distributer it must be known and understood that this 
system is the system which distributes high tension current from one 
spark plug to another as the motor should fire. 

The first thing to do in coming to this motor is to find out the 
way your motor fires. You do this by watching your No. 1 exhaust 
valve open and close, and then watch 2 and 3. Should No. 3 operate 
next, you will find that the motor fires 1, 3, 4, 2. But if No. 2 operates 
next, you will find that the motor fires 1, 2, 4, 3. This you can easily 
remember. The next thing to do is to find compression stroke dead 
center. You do that by watching the exhaust valve open and close 
on No. 4 cylinder, and then getting dead center mark even with the 
center of the cylinder and this gives you compression stroke on No. 
1. Or, you can watch the exhaust valve open and close on No. I, 
and then turn your fly wheel one complete revolution and it will give 
you compression stroke dead center on No. 1 cylinder. After doing 
this you are ready to set your Uno Sparker. , 

Set the timer the same as any other timer so that it is just ready 
to make contact with one of the points while the timer is fully re¬ 
tarded. Then place the fiber plate over the top. Next place your dis¬ 
tributer brush through the center hole which fastens to the shaft. 
This cannot be put on wrong, as it will only go in one way; but 
after placing it on, notice exactly the direction in which the brush is 
pointing and then place the distributer over the top of it. As you 
have observed the way the brush is pointing, you will find it is point¬ 
ing in the direction of one of the terminals on the distributer. This 
terminal is No. 1. The next one is No. 2, in the direction that the 
distributer hand turns. The next is 3 and 4, so on in rotation. Wire 
No. 1 points to No. 1 cylinder. Wire the next point to the next 
cylinder that fires. As this cylinder fires 1, 3, 4, 2, you will notice 


FIG. 26. UNO SPARKER 


































































OF THE AUTOMOBILE 


17 


the next point No. 2 is wired to No. 3; No. 3 is wired to No. 4; and 
No. 4 is wired to No. 2, making the motor fire 1, 3, 4, 2. 

\ou are now ready to connect the rest of the wires. The high 
tension wires which lead from the terminal No. 7 of your coil must 
be connected to the central terminal of the distributer No. 8. Then 
you will connect your batteries and feed line. Connect the end of the 
batteries at No. 6 to the ground No. 5. The other end of the batteries 
to which the primary wires are connected must be connected to the 
switch terminals at No. 2. Your No. 3 terminal is the lone terminal 
off by itself which must be connected to No. 4 terminal at the timer. 
1 his you will now find is wired up ready for the current to pass over. 
.1 he current will leave the batteries when the switch is placed in. 
Passing from the batteries through the switch, it passes over the 
primary wire which is the green wire through the adjustment screw, 
across the spring down over the primary feed line, No. 3, to No. 4, 
where it passes down through the shaft and the frame of the motor, 
running over to the ground wire. No. 5, and running back to the 
batteries, No. 6, from which it started. 

While this current is passing through the coil, it creates a line 
of force, drawing the spring down and breaking the current. It 
breaks the line of force and creates a high tension current in the 
secondary winding that passes out over the red wire at the terminal 
No. 7 and passes over the wiring in the direction the arrow is point¬ 
ing to terminal No. 8. There it crosses over your distributer brush 
to terminal No. 9 where it passes from this terminal to No. 10, the 
spark plug, whence it returns from this over the frame of the motor 
to the green shaft. There it passes up over the green shaft into the 
contact-maker in the timer, whence it passes out over the green wire 
and returns up to the terminal. No. 3, passing up to No. 11, where 
you will notice the primary wire and secondary wire are connected 
together. There it returns back into the secondary winding, where 
it started from. 

The same thing takes place on this system that takes places on 
the others as far as the operation of the motor—first No. 1 operating, 
then No. 3, then No. 4 and then No. 2. 

At each time the current flows through this coil, you will find 
that there is a line of force created. A high tension current is pro¬ 
duced from the breaking of the lines of force and passes to the center 
of the distributer at No. 8. There it is carried off first to the No. 1 
point, which you will find is marked 9 to 10, and from this the next 
time it will pass to No. 2, for the high tension current will be carried 
to the center of the distributer and distributed off to the next point, 
and so on around. As these points come in rotation, you must make 
a chaime from your distributer to your spark plugs carrying your 
currenAo your cylinders according to the way the cylinder fires. 


TROUBLES OF THE UNO SPARKER 

Should you have any trouble on a Uno Sparker, you will discover 
that it is very easy to locate the trouble, provided you remember the 
sounds which you receive from your motor during the time it is 
stopping You will find there exists a continual buzz from this 
system and the motor will stop running at once, causing back firing 


18 


THE USE AND ABUSE 


in the carburetor while it is sto])pinj4'. This trouble will be located 
between terminal Xo. 3 and terminal No. 4, at the timer or in the 
timer, which is a short. This causes a continual flow of current to 
he carried to each and every cylinder. Every time that the gas is 
being drawn into the cylinder, the gas is ignited too early and will 
cause the motor to choke down, backfire and stop. Hearing that your 
coil is continually buzzing, you will know where the trouble is at 
once. 

Should you get a current off of two plugs at the same time, you 
will find that it will cause misfiring, dliis trouble is caused from dirt 
gathering in the distributer to i)ass out over two terminals at once. 
This can be removed very easily by taking the distributer off and 
washing it out. This trouble, though, seldom happens. 

Should you be driving along and your motor stops suddenly, not 
even a sound being heard from it, you will find that the high tension 
wire has come off of the center of the distributer at N^o. 8, from which 
the high tension current has no place to return back over the frame 
of the motor, and yet it does so. But the high tension current not 
now being carried to the plugs will cause no more explosions after 
the instant it leaves its terminal. 

You will find that if your ground wire was to come off and land 
in the clear where it could not touch the frame of the motor what¬ 
ever, the motor would stop at once. But if it didn't, if your batteries 
would disconnect, or it may be, cause the motor to miss while it is 
shaking round over the frame of the motor until it has come to some 
point of grease or far enough away from the mot(3r until the motor 
once stops, it is then impossible to start the motor again until it is 
connected. Th\s trouble can be located by going to your batteries and 
seeing if you have got a good si)ark. Close your circuit at the bat¬ 
teries. Finding your batteries are strong and in good shape, then 
go to work and turn your timer so it stands on contact and see if 
you get a buzz. If not, you will find that the trouble must be your 
ground wire is disconnected, or the wire leading from the batteries 
to the switch. 

If these batteries become weak, or even loose connections, or oil- 
soaked wire, or broken insulation at their connections will cause the 
same trouble as that on the other systems we have gone over, in 
which you will have compression, spark and gas, but tiie motor will 
not run. The trouble can be located by priming the cylinders to see 
whether the spark is hot enough to ignite the gas, knowing first, of 
course, that you have got gas in the cylinders. 

MAGNETO 

Having finished the vibrating coils, we next take up the magneto. 
'File magneto system runs a little bit different from the systems Which 
we have been reading over, although you will find that the Uno 
Sparker, as far as distributing the high tension current is concerned, 
distributes it just exactly the same as it does on the magneto. The 
new ])rinciples that we have to take up is adding to what you have 
gone over. 

If you study carefully at the beginning, getting the principle of 
your motor and the i)rinciple of the wiring system as far as you have 


OF THE AUTOMOBILE 


19 


^one, you will find that you have ^ot the principle of these systems as 
far as finding out the way the motor fires and finding^ the compression 
stroke dead center, d'his has ^ot to he done the same on any ifi^ni- 
tion system that may he used on a L^asoline engine. 

In taking- up the magneto it is really necessary to understand how 
the current is generated in a magneto. You will discover that the 
magneto has magnets which have 1)een magnetized by a line of force 
passing through the iron bar. These iron bars which are l)ent in a U- 
shape and made of steel, contain their magnetism. Any soft metal 
which is nealed (meaning that it is soft material) will not contain 
magnetism. Such cores as these, you will find used on vibrating or 
on unvibrating coils, or any coil that is used for induction coils. 
The steel magnets which are used upon a magneto must be magnet¬ 
ized whenever they become weak; hence it is necessary that you should 
know the principle of re-magnetizing the magnets themselves. 

As you will study this view o\'er carefully, which is set forth 
in Figure 88, you will see the principle of magnet bars and how they 
are made for recharging magnets. This view shows you two l)ars 
which should be one and one-half inches thick, and twelve inches 
long, with an iron washer at each end. You will then wind them with 
No. 12, double insulated magnet wire. Place twelve windings on each 
core in the direction you notice the lines are wound from this. One 
must be wound one wav and the other wound the other. This gives 
you a north and south pole, which winding is then connected to the 
set of lights wired in parallel as you see them here. These lights, 
which are 32-candle power, can be wired as you see them, and the 
switch or connections can be made so that the connections of the line 
above can be connected at any time, as this line above represents the 
overhead line of your electric current, since we use a direct current 
for re-magnetizing a 110. You will find by connecting this up as you 
see it with the number of winds that 1 have just mentioned, you will 
have a pair of magnets that would raise about (iOO i)ounds. 

When placing the magnet on the to]), as you see it here, turn on 
the lights one at a time. This will bring your am])erage u]) slowly. 
Each 32-candle power will give you one am])erage. Using 10 lights 
(you should not use any more than this) gives ycni 10 ami)erage. This 
gives you a heavy enough line of force to fill a magnet of this size 
winding in a very few minutes. 

Wdiile this magnet is placed as you see it, then with a brass 
hammer tap it on the inside and the outside. You will find that at 
the bottom of these two bars you have a block of iron into which the 
two are screwed and should be about one inch thick and about four 
inches wide. This completes your yoke. W hen this magneto is ])laced 
on top and is struck with a brass hammer, it jars the metal of the 
magnet and allows the pores of the metal to turn in one direction, in 
which the magnet field will fill up to the top. 

The magnet bars after being filled will lift about 23 pounds. 
When you have a magnet so that it will raise this weight when the 
current is turned off, vou will find that it is as full as vou possiblv can 
fill it. 

These lights must be turned out one at a time the same as they 
were turned on before taking your magnet off. Hy turning them 


20 


THE USE AND ABUSE 


all out at once you are liable to blow fuses, and also liable to l>uru 
out ycnir meter. \b)u should use only ten lights at l)2-candle power 
each, as the electric light coiu])any is lial)le to kick if they find you 
using’ more than this. 

These lines of force that have passed up through the magnet 
leave it magnetized. Then you have what is called a magnet, and 
you must understand that you have a line of force which passes from 
the north pole to the south. This line of force which is passing 
through must next pass through an armature. You will find the 
magnets of a magneto must be set on in parallel; that is, the north 
pole must all be placed on one side, and the south pole must be all 
placed on one side. This puts the line of force then from north to 
south. You may ask, “Why?” If you were to put a south pole to 
a north pole, you will find that you would have a line of force pass¬ 
ing round the loop and not passing across. It would pass from the 
north to the south and back up over the top of the magnet through 
to the north and back to the south and back over again, and vice 
versa. The line of force working in that way would do you no good. 
It would be impossible for you to generate a current. 

As I have told you in the other systems, we must break the lines 
of force before we can create a high tension current or create any 
current at all. Therefore, by placing the north poles all on one side 
and the south poles all on the other, you will have the line of force 
passing through the armatures. Then you will find you have a wind¬ 
ing made on the armature which this line of force is passing through. 
While the armature is running at a high rate of speed, it will cut 
the lines of force and cause a low current to start in this winding, 
that is, through the breaking or cutting of the lines of force by the 
armature. Otherwise, if your lines of force were not passing across 
this armature, you would not have any way of starting another cur¬ 
rent. 

A very simple way of telling whether you have your magnets 
placed on your magneto right or not, is, before placing them on, to 
place the points of them together. If they lapel against each other 
they are right, as you will find the north pole will lapel against the 
north pole and the south pole will lapel against the south pole. When 
you have them placed together wrong, they will attract, drawing 
together and sticking tight and it will be hard to pull them apart. 
In this instance you have them together wrong and they would not 
work if placed on your magneto in this way. Another way that you 
could tell is by taking a small compass. The needle that always 
points to the north will point to your north pole, and the other end 
of the needle points to the south pole. In this way you can find which 
is north and which is south. By placing all the “norths” on one side 
and setting them in the magneto you have them so that they will 
do their work properly. 

Another caution: Do not set a magneto on iron. It must be set 
on some non-conductor such as aluminum, fibre, brass, copper, or 
something of that sort which cannot be magnetized. You may ask, 
“Why?” For the sim])le reason, as I hinted to you a few minutes 

you will find that your lines of force from your magnet bars, in¬ 
stead of passing through your armature, will pass down through this 


FIG. 38. MAGNET CHARGER. 


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OF THE AUTOMOBILE 


21 


iron below. Passing through the iron below, it is not passing through 
the armature and for that reason cannot be cut or broken. If you 
don’t break your lines of force you cannot create a current, so by 
placing it on some non-conductor you will find your lines of force 
will pass through your armature, and therefore, it will be broken 
and produce you another current. 

All systems that generate a current such as used on a gasoline 
engine work on the same principle. The generator, the low tension 
magneto and the high tension magneto, all generate their currents the 
same. The only difference is that a low tension magneto feeds 
through a coil box of its own. A high tension magneto has a double 
winding on its armatures and generates a high tension current from 
the mag itself. 


THE REMY MAGNETO 

As I now believe you understand the way the current is started 
in a generator magneto, I can take you to the view of the Remy 
magneto. Figure 27, in which I will be able to explain the principle 
of this without any trouble. 

The Remy system shows you a system that is made a great deal 
different than the most of the systems; but its working principle is 
absolutely the same, since it comes under Seldom’s patents. All 
ignition systems, you will find, that were made under Seldom’s 
patents, work on the same principles. The Ford magneto is the only 
magneto made that doesn’t come under the Seldom’s patents, and it 
is a magneto in the fly wheel. 

The system shown here has a stationary winding at Figure ^No. 
18. This winding does not revolve, but stands still and has two drop 
forged cups that revolve by the winding, throwing the lines of force 
in one direction and then the other. This cutting the lines of force 
first one way and then the other, causes a low current to start in this 
winding that passes out through the coil and returns back again from 
whence it started. 

No. f) shows the adjustment screw which is an insulated screw 
which both currents have to pass through, where the current is 
broken when passing this point. No. 5 shows the breaker arm, which 
is thrown over by No. 18, the cam, which throws the two points 
apart at No. 6. No. 7 is a yellow wire, which is shown here 
in a black color. No. 16 is the condensor. No. 3 is a resistance coil. 
No. 14 is the secondary winding and No. 8, the black wire, the primary 
winding. No. 12 is the dry cells. No. 15 is the distributor. 

Now, we will first set our magneto ready to put it on the car. 
The first thing to be done is to find out the way the motor fires, which 
is done by watching the exhaust valve of No. 1 cylinder open and 
close, and tlien watch 2 and 3. Tf 3 should operate next, it shows 
the motor fires 1, 3, 4, 2 and if 2 should operate next, it shows the 
motor fires 1, 2, 4, 3. In case the motor fires 1, 2, 4, 3, then the next 
thing is to find compression stroke dead center, which is done by 
watching the exhaust valve of No. 1 cylinder open and close and then 
turning tlie fly wheel a complete revolution, getting the dead center 
mark even with the dead center mark on the cylinder; or, it can be 
done by watching the exhaust valve of No. 4 open and close and 


22 


THE USE AND ABUSE 


iS 7 


S/SO. 


s/ss 


S 4 so 





S33 S33 


E,nd View of Magneto 

CONSTRUCTION 


Longitudinal Section of Magneto 


540— Timer Housing for left hand 
Magneto 

SAOVi —Timer Housing for right 
hand Magneto 

541— Timer Housing Lid 

S25—Hex. Cap ^^rew 

S43—Insulated Screw Clip 

542— Timer Lid Stud 

S30—Cam Lever, with hardened 
steel plate No. S51 

S52—Timer Lever Shaft 

S55—Lever Coil Spring 

533— Contact Spring, with platinum 
point No. S36 

534— Cam Lever Spring Block 

535— Cam Lever Spring Block 

Screw 

S48—Contact Screw Insulation, 

with contact screw No. S47 
and platinum point No. S36 

550— Ground Screw 

551— Ground Screw Nut 

S54—Binding Nut 

S57—Cam for 4 or 6 cylindersf No. 
S184 for 1, 2 or 3 cylinders) 


S 23—Cam Pin 
S 24—Cam Plate 
S 4—Inductor Shaft Screw 
S 45—Timer Shifting Lever 
S 46—Shifting Lever Screw 
S 49—Shifting Lever Lock Washers 

5154— Large Gear for 4 cylinders 
(No. Si74 for 3 or 6 cyl¬ 
inders) 

5155— Small Gear for 4 cylinders 
(No. Si75 for 3 or 6 cyl 
inders) 

Si 15—Large Gear Pin 

5156— Small Gear Pin 

Si50—Distributer Case for 4 cyl¬ 
inders (No. S170 for 6 cyl¬ 
inders) 

Si 16—Spacing Collar 
Si37—.Secondary Terminal 
Si36—Secondary Terminal Insula¬ 
tion 

5134— Distributer Lid Spring 
Screws 

5135— Distributer Lid Springs 
S133—Distributer Bolts 


Sl20—Distributer Lid with brush- 
holder No. S121 
Si22—Carbon Brush 
Si23*—Carbon Brush Spring 
Si 58—Segment 

Si 10—Distributer Shalt with Disc 
SlOl — Drive End Bearing for 3, 4 
or 6 cylinders. (No. S185 for 
1 or 2 cylinders) 

Si02—Timer End Bearing for 3. 4 
or 6 cylinders. (No. Sl86 for 
1 or 2 cylinders) 

Sl26—Oiler Name Plate 
S 83—Long Oiler Tube 
S 81—Oil Wick 
Si09—Wick Spring 
Si 18—End Bearing Screws 

5104— Gear Case 

5105— Gear Case Screws 
.S 28—Timer Stop 

S 3—Timer Stop Screws 
S • 5—Inside Magnet 
S 6—Outside Magnet 
S 7—Magnet Clamp Strap 
S 8—Magnet Clamp Strap Screws 
S 13—Lock Washer for S8 





























































































REID • TO 


YELLOW - TO • I NTERRUPTE 

23 green, to G ROUND 















































































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OF THE AUTOMOBILE 


23 


getting’ the dead center mark even with the dead center mark on the 
cylinder, you will have compression stroke dead, center on No. 1. 
"1 hen turn the distributor to the segment in which you want to start 
on, one of the bottom segments either running clockwise or anti¬ 
clockwise; this shows the distributor here turning anti-clockwise. 
When the distributor is set even with this segment, hdly retard your 
interrupter by pulling it in the same direction in which the shaft 
turns, then set the two points so they are just ready to break; my 
method is, by turning the adjustmnet screw No. 6 out until the two 
points separate and then turn them in again until they just touch, 
then it will be just ready to break. Set the magneto on the base of 
the machine and fasten it and your mag then is ready to wire. 
Wire your high tension wires from 1 to 1, from 2 to 2, from 3 to 4 
and from 4 to 3, then fasten the high tension wire to the center of 
the distributer 15. Fasten your red wire to the brush. No. 4, fasten 
your yellow wire to the interrupter. No. (1, fasten your green wire, 
the ground wire, to No. 24, fasten the short wire of the coil No. 38 to 
No. 24, the long wire to No. 4 at the brush. It would make no dif¬ 
ference if these two wires for 24 were fastened where 4 is and 4 were 
fastened where 24 is, because the current will flow either way. h'asten 
your battery wires 1 to No. 12 which is the zinc and the other to 
No. 1 which is the carbon. 

These dry cells are wired in series from zinc to carbon. The 
wire which is connected in the switch you have nothing to do with 
as they are already connected on the inside of the box. Now, the 
current will flow from this as described. Turning- the switch onto the 
battery from B to B, the current will leave No. 1 passing* to No. 2 
through the resistant coil, out at No. 3, then over the red wire to 
the brush No. 4, passing through the breaker arm, No. 5, through the 
interrupter. No. (1, over the yellow wire, No. 7, back to the winding 
No. 8, the black winding, passing up at 9, returning to the switch 
B, No. 10, across to B No. 11, and l)ack to No. 12 to the dry cells from 
where it started. While it passes through the primary winding, it 
creates a line of force at the instant the interrupter breaks at No. G, the 
current breaks which breaks the lines of force and there is an induced 
pressure in the secondary winding No. 14, which passes to the center of 
the distributor No. 15 across to the segment and to the distributor case 
No. 1, to No. 1 spark plug, back over the frame of the motor to the 
red wire No. 4, then returns back to No. 3 through the condensor 
No. 16, back from the top of the condensor to No. 17, to No. 7 through 
the primary winding to No. 9, and then returns back into the sec¬ 
ondary winding, the red wire from where it started. This would cause 
No. 1 to go down on power stroke while No. 2 would come up com¬ 
pressing and No. 3 would come up exhausting and No. 4 go down tak¬ 
ing in a charge. This time the circuit is closed again when the cur¬ 
rent will flow the same as just stated. The (udy difference, passing 
from the distributor No. 15 to No. 2 spark i)lug back over the frame 
of the motor to the. red wire No. -1 and back into the secondary wind¬ 
ing. the same as current just described, which would cause No. 2 to 
go down on power stroke and No. 3 would go down taking in a charge. 
No. 1 would come up compressing and No. 1 -would come up exhaust¬ 
ing. This time we sav we turn the switch onto the magneto from 


24 


THE USE AND ABUSE 


M. to N., then a line of force from the magnet field end passes through 
the drop forged ciiparmature to the south fields; in doing so the arma¬ 
ture revolves over, breaking the line of force, inducing a low current 
in the armature winding 18, which flows over the green wire to No. 
4, and from No. 4 to the breaker arm No. 5, through the interrupter 
No. 6 to No. 7, through the primary winding, the black wire No. 8, 
up to No. 9 to M, No. 10 to N, No. 20, over the green wire No. 20 
to No. 24, and back into the winding from where it started. No. 18. 
This induces a line of force in the primary winding No. 8 which is 
broken by the cam throwing the breaker arm over at No. 5, breaking 
the points at point of No. 6, which breaks the line of force at No. 8, 
inducing a high pressure in the secondary winding No. 14, which 
passes to the center of the distributor No. 15, is carried to the segment 
No. 3, to spark plug No. 4, back over the frame of motor to the red 
wire No. 4, back to No. 3, through the condensor No. 16, back to 
No. 17, to 7 and through the primary winding No. 8 to No. 9 and back 
into the secondary winding from where it started. This causes No. 
4 to go down on power stroke and No. 1 goes down taking in a charge. 
No. 2 comes up exhausting, and No. 3 comes up compressing*. At 
that time the circuit is closed and an induced current takes place in 
the armature winding the same as described, taking the same course, 
turning again, inducing a high pressure, which ])asses to No. 15 again, 
but this time from segment No. 4 to spark plug No. 3, and back over 
frame to No. 4 red wire, and back into the secondary winding from 
where it started, as described before. This causes No. 3 to go down 
on power stroke while No. 4 comes up exhausting, No. 1 comes up 
compressing and No. 2 goes down taking in a charge. 

THE TROUBLES OF THE REMY MAGNETO AND HOW TO 

LOCATE THEM 

If you were to drive your car up to a place and stop for a few 
minutes and on coming out you would undertake to start your car, 
which you would start on the batteries, and finding it would fail to 
start, knowing that your motor was working very nicely before stop- 
ping, you would look for your trouble in the batteries—either weak 
batteries, disconnected batteries, loose connections, or short in the 
batteries or battery wires. 

If you should be driving along and all at once your car would 
stop, hesitating as it stopped, and you were to crank it again and 
finding it would start and run on the batteries but would not run 
on the magneto, you would look for your trouble in the green wire 
that runs to the coil No. 18 from No. 4. This wire becomes broken 
through the advancing and retarding of the spark. 

Should you be driving along and your motor stopped and you 
would find that it would fail to start either on the batteries or maG*. 
finding that you could not even get a spark from it, then take off the 
yellow wire and strike to the frame with the switch turned on the 
battery. Finding that you do receive a s])ark, the trouble may be in 
the adjustment screw that leads into the interrui)ter being shorted 
with grease or cracked in shorting through, but if you find you do 
not receive a sj)ark, the'trouble is that the yellow wire is broken, as 
this is quite often the case, which happens through the advancing and 


OF THE AUTOMOBILE 


25 


retarding of the s])ark. You will find also should the red wire break, 
you would have the same trouble, although you could receive a little 
spark slii^htly from your hii(h tension terminal, but not strong- enough 
to ignite gas; that is, on tlie magneto, but on the l)attery side you 
would receive no spark whatever, and it would be very hard even to 
receive a spark on the magneto side as you would not be able to spin 
your motor fast enough. 

]n order to tell if your magnets are weak, you will find that your 
motor will miss on the magneto running at low speed, but running at 
fast speed, it will work very well, and less on a hard pull. You will 
find on the batteries it will work either at low speed or high. This 
indicates weak magnets, which must be charged, as is explained in 
your illustration of the charging plant. 

You can also tell if your magnets are weak by placing a key on 
the side of the magnets and if the key will pull almost to the top, your 
magnets are all right; but if only pulling part way up, it shows that 
they are weak; also, you can tell by turning the armature. If it has 
a pull, it shows the magnets are all right, but if it does not, it shows 
the magnets are weak. 

In case you were driving along and your motor would stop sud¬ 
denly, firing, but the vehicle would still run a short distance, it would 
indicate that the high tension wire had dropped off and the last 
spark that would be delivered before the wire fell off would be the 
last explosion you would hear. If a motor misses on the battery and 
mag both when running- at low speed, and hits good at high speed, it 
indicates that the gap between the adjustment screw No. 6 is break¬ 
ing too quick, but if it misses at high speed and hits good at low speed, 
it shows that the gap is not breaking quick enough. If you notice a 
Ijot spark taking place at the points of breaking, continually, it rep¬ 
resents that the condensor is burnt out; the induced current in the 
primary has nothing to take care of it to prevent it from taking place 
at the point of breaking. Should these wires, that is, colored green, 
yellow and red, happen to be cut off any time, the way to test them 
' out is by fastening the two wires together at the battery No. 12 and 
No. 1, then by turning the switch on the battery If to l>, strike the 
colored wires or the wires that are sup])Osed to be colored, on the zinc 
of the dry cell in the carbon until you find two of them that will 
spark together. The two that will spark together on the battery will 
be the yellow wire and the red one. As you know these two wires, 
one is red and the other is yellow, you do not know which one is red 
or which is yellow, the third one must be green. Then, turn the 
switch on the magneto, take the wire that you know what it is, the 
green one, place it on the battery and strike one of the other two 
wires with it on the other side of the battery until you find the 
one that will spark with the green wire. This will be the yellow wire; 
then the other one is bound to be red. 

In order to test out your magneto coil, take the wire loose at 
No. 4 and No. 24, ])lace one end on the dry cell, strike the other end 
on the other end of the dry cell; if you receive a big flashy spark, it 
shows the coil is all right; but if you have a little weak spark, like 
a battery spark, it shows there is a short in the coil. If you receive 
no spark wliatever, it shows the wire is broken in two. 


26 


THE USE AND ABUSE 


In taking' tlic magnets off tliivS niai^ncto, you will find on the 
inside two nuts, whicli are very hard to j;et to, and you will have t(> 
remove the distributor head and the cover on the back in order to 
i^et into them. W hen remox iiii; them it is a i>'ood idea to mark your 
mai^nets so as to i^et them l)ack the same, or to be able to know 
whether somel^ody else has had them (df and ])ut them on wron^. 
W hen putting' them back, be sure to j^et the north poles all on the 
one side as shown marked on the side of the ma^'neto. 


THE SPLITDORF MAGNETO 

The next view we take nj) is the S])litdorf ma,q;neto, which you 
will find at figure 28. This system you will find is somewhat different 
from the majority of ignition systems, especially in the way the cur¬ 
rent travels over, and will be found a ver}^ hard system to get any¬ 
where. This system, you will find, gives a great deal of trouble. The 
majority of people do not understand where the trouble is often, 
caused almost always by not understanding the principle of the Split- 
dorf. 

The system has terminals in i)lace of colored wires, but we have 
here the wire colored so that it makes it easier for you to trace the 
current through it. ^ ou will find the trouble with this system is that 
it shorts out through the batteries. You will also have more or less 
trouble inside of the coil, due to its connections inside. After under¬ 
standing this thoroughly, there is no reason that a i)erson should 
have any troul)le in locating the troubles of the S])litdorb 

First, in place of having a stationary winding on the armature of 
this system, we have a winding which is made on the armature and 
revolves with it. You will find the lines of force passing through the 
armature are passing through the winding. While passing through the 
winding, the armature, revolving at a high rate of speed, cuts the lines 
of force and causes a low current to start over the winding. You will 
also notice that this current feeds up through the center of the 
shaft. At the piece of steel on the end you will find two brushes wip¬ 
ing against it, where the current is carried from, thence over brushes 
through terminal No. 4. This point is insulated so that the current 
must pass through this terminal and cannot go in any other direction. 
You will find, also, in turning back, the current must pass through 
the terminal No. 5, in which this is in the interrupter, as the current is 
broken at this place. This is also insulated, and the current from both 
systems, the battery and magneto, must pass through this point. 

You will find the batteries are connected at the top of the coil, 
where you will locate two terminals. Also, you will notice that you 
have at the toj) at No. 8 a jump gap which the high tension current 
jumps across, provided the high tension wire comes off. In case the 
high tension wire comes off, the high tension current must go some 
place. You will find that the high tension current, in place of going 
into the winding, and causing harm by burning clear out or breaking 
it down, passes over the jump gap where it has taken the same course 
it would have taken had it gone through a spark plug, and then re¬ 
turns to its point of starting. 

This system is a little bit different from the Remy as far as timing 
the magneto in itself, such as the factory times them. This magneto. 


FIG. 28. SPLITDORF MAGNETO 


























































































1 



I 

1 


i 

> 


I 



I 


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) 



OF THE AUTOMOBILE 


27 


to time it in itself as it is done at the factory, you must set the dis- 
tributer so it sets between tlie two brushes. 'Phen set tlie cam so it 
. sets straight crossways, slip the j^ears on, and you will find this 
magneto will be timed in itself. This is so constructed that the dis¬ 
tributer will work with the interrupter, or they both will work to- 
f^ether, doing- their work at the time they should. 

To set this magneto on the car is different from timing it in itself 
You must always remember the first thing to do is to find the way 
the motor fires, which you now understand from the other facts you 
have gone over. Then find com])ression stroke dead center, which is 
done the same way as on the others. Then set your distributer just 
ready to break when the interrupter is fully retarded. Next set the 
magneto in its place, fastening it while the No. 1 cylinder is on com¬ 
pression stroke dead center, and then you are readv to start to wiring 
up. You wire your high tension wires to the spark ])lug, according 
to the way the motor fires, as shown by the red wires. No. 1, you 
will notice, where the distributer is set, leads to No. 1 spark plugs. 
You will find that No. 2 leads to No. 3, and No. 3 leads to No. 4 , and 
No. 4 leads to No. 2, making it fire, 1, 3, 4, 2. The high tension wire 
fastens to the center of the distributer. No. 1). 

The primary wires leading to your interrupter are numbered. 
No. 3 goes to ground, as you will notice; A goes to brush. No. 4; No. 
2 goes to interrui)ter. No. 5. 'The batteries are wired in series, with 
one end connected to one terminal at the top of the coil and the 
other is connected to the other terminal. It makes no difference 
whether 1 is connected where 2 is, and 2 connected where 1 is, it 
will work just the same. 

Now that we have this system wired up, we shall first trace the 
current as it passes. First turn the switch to the left, where you 
have but one terminal. The current then starts out from No. 1 at the 
batteries, feeding to the terminal at the top, where it passes down 
over the black wire across the switch, up over the green wire, where 
it returns down to the bottom of the coil. Thence it returns up over 
the green winding, where it connects on to the red and passes on over 
to the green. Then it passes down o\'er the green wire to the terminal, 
No. 2. I'rom No. 2 it j)asses to terminal Xh). 5 and passes through 
the interru])ter, across over the frame of the magneto to the green 
wire, which is the ground wire, back to terminal No. 3. I'rom No. 3 
it passes up over this- black wire to the terminal at the top of the 
coil and returns over the green wire to the batteries. No. 2, from 
which it started. 

While this current is passing through, it creates a line of force 
through the i)rimary winding. At the time the current is passing 
through the primary winding at No. 5, it is broken. Being broken, 
the current breaks the line of force at the coil and creates a high ten¬ 
sion current in the secondary winding, which is the red winding. 
Thence it passes down in the direction tlie arrow points to the bottom 
terminal. I’assing out over the red wire to the center of the dis¬ 
tributer. No. 0, it passes down at the point where the brush is on 
the distributer up to the spark plug. No. 10, where it returns over 
the frame of the motor to the green ground wire to No. 3 terminal. 
Thence it passes u]) over the black wire to the terminal at the toj) of 


28 


THE USE AND ABUSE 


the box, where it ])asses over the ^reen wire, in the direction the red 
arrows are ])ointiii»-, to the terminal No. 2 of tlie l^atteries, where it 
passes throni;h the batteries back to the terminal No. 1, in the direc¬ 
tion the red arrows are pointing*, to the terminal at the top of the box. 
Then it returns down over the black wire across the switch back 
over the green wire in the direction the red arrows are pointing, 
where it passes through the condenser. No. (k Then it passes out at 
the bottom of the condenser and returns to the top, where it returns 
into the secondary winding, from which it started. 

Now we will turn the switch on the magneto, having traced the 
battery current through. You will find that the high tension current 
takes a different course in returning over the magneto system than 
it does over the battery system. When the switch is turned upon the 
magneto, it is turned to the right at the two terminals, closing the 
circuit on both. The current then starts from the breaking of the 
lines of force, passing across the magnets. This causes a low current 
to start in the primary winding of the magneto, passing out at the 
end of the shaft to the brushes. There it feeds out to terminal No. 
4, where it feeds down to the terminal A. From terminal A it feeds 
up to the switch, feeding across the switch in the direction the black 
arrows point. It feeds up to the top and then returns to the bottom 
of the coil, feeding through the primary wdnding, and back to the top 
again, where it is connected to the red wire, feeds back over to the 
green wire, returning in the direction the black arrows point to the 
bottom terminal. No. 2. Here it feeds over to terminal No. 5 through 
the interrupter, from which it feeds back inside the magneto, where 
you will find the other end of the winding on the armature is grounded, 
returning back into the winding, from which it started. 

While this current is passing through the primary winding, it 
creates a line of force and the line is broken while the current is 
passing through the interrupter. No. 5. Breaking the lines of force, 
it creates a high tension current in the secondary winding, which is 
the red winding, and passing out at the bottom it goes on to the 
center of the distributer. No. 9. There it passes to the brush on which 
the distributer is at that time, and thence to the spark plug. Re¬ 
turning over the frame of the motor, it returns to the winding, over 
the ground wire to No. 8, where it passes up over the black wire to 
the swdtch, crossing over the switch. It passes over the green wire 
in the direction the red arrows point, and passes over to the con¬ 
denser at the top. It then passes down through the condenser in the 
direction the red arrows is pointing at the center of the condenser, 
where it returns to the top and back into the secondary winding, from 
which it started. 

You will notice that this current passes over the lines the same 
way every time the interrupter comes together and is broken. The 
high tension current starts and passes over the lines in the same way, 
only passing to different points at the distributer, where it goes to 
different spark plugs. It returns in the same way, providing it is run¬ 
ning on the same system. 

In case the high tension wire should come off, you will find that 
the high tension current takes place, passing out at the bottom of the 
coil over the red wire, where it passes up to the top to the jump gaj). 


OF THE AUTOMOBILE 


29 


No. 8, from which it jumps across and returns into the secondary wind¬ 
ing, where it started from. 

In tracing this current over you will find that the green arrows 
represent the primary current flowing in the direction that it should 
flow; the red arrows represent the high tension current flowing in the 
direction it should flow; the black arrows represent the magneto 
primary current flowing in the direction it should flow. 

TROUBLES OF THE SPLITDORF SYSTEM 

If you find that your batteries run down very quickly, it is caused 
from running a whole lot on the batteries. You are certain to dis¬ 
cover that the batteries will not stand up long if you use them a great 
deal. Another cause of these batteries becoming run down is be¬ 
cause they are placed in an iron box on the side of the running board, 
which makes connections with the frame of the motor in some way. 
If the zinc of the battery should happen to come in contact with the 
metal, the current is at liberty to flow over the frame of the motor to 
the ground wire, No. 5, where it can pass straight through the coil 
box to the terminal at the top and run back to No. 2. That causes 
a continual flow of current that causes the batteries to become run 
down. Sometimes it is caused from the two wires fastening to the 
terminals at the top being twisted together and becoming oil soaked, 
allowing the current to flow and thus running down the batteries. 

Should you be driving along the road and find your car stops, and 
the car should run on the batteries but would not run on the magneto, 
the chances are that your brushes are worn out. The Splitdorf will run 
on the batteries without brushes, but will not run on the magneto. 
If your ground wire was to come off it would not run; or if the 
high tension wire should come off it would not riin. If the interrupter 
was not breaking far enough it would not work properly, and if the 
])latinum were pitted bad it would give trouble such as missing. You 
will find tliat if your interrupter should l>ecome disconnected from the 
throttle, your motor would lope. 

You can locate and remedy the other troubles of this system the 
same as on the Remy, which I have explained, except the testing of 
the wires. You will discover that these wires cannot be tested out 
in that way, hut you will always find the numbers 2, A, and 8, which 
are wired, as has been mentioned, 2 to the interrupter, A to brush, and 
8 to ground. 

THE BOSCH HIGH TENSION SYSTEM 

The Bosch magneto, you will find, is made somewhat different 
from tlie others. The interrupter is made cpiite a bit different, as the 
whole works revolve inside of the case. As the breaker passes by the 
fiber rollers, Y, it forces this breaker foot in F, which breaks the two 
points apart. In this way you will find the current is broken in this 
interrupter. 

The high tension system, in ])lace of having one winding on the 
magneto, you will find lias twi't. Here you will notice a heavy and a 
light line. You will find that one of these lines that is connected to 


30 


THE USE AND ABUSE 


llie armature is a primary winding, and the other is a secondary wind- 

, . . . ... 

The low current in this magneto is started the same as it is in 

any other, through the l^reaking of the line of force that crosses from 
one magnet to the other. As this line of force is broken it causes a 
low current to start in the primary winding, and this passes out to the 
interrupter, where it returns across the interrupter to an insulated 
point E and returns into the winding, from which it started. While 
this current is passing through it creates a line of force through the 
armature in the opposite direction. This line of force is broken while 
passing through the breaker IT. The current being broken, breaks 
tlie line of force which is taking place through the armature from B 
to B, and creates a high tension current in the secondary winding 
that passes to the commutator to the back of the machine. Here it 
passes up over a brush where the line points from K. Then it passes 
over the jump ga]) at the top, M. Passing through a carbon brush to 
the front of the distributer, it then passes through the terminals that 
the brush is wiping, on out to the high tension wires to the spark 
])lugs, in which it should go. Then it returns back over the frame 
of the motor and to a brush at the bottom of the magneto, from which 
it returns into the secondary winding, from which it started. 

You will find this system is like any other system as far as timing 
it and setting it on the car. We have first got to find the way our 
motor fires and then find the com]:)ression stroke dead center on No. 1 
cylinder, setting the interrupter just ready to break when the inter¬ 
rupter is fully retarded and the distributer is one-third on in the direc¬ 
tion that it is running. This magneto then is ready to set on the car. 

To time this magneto in itself, get the distributer as shown in 
the front view straight between the two contact points on the dis¬ 
tributer; then set the insulated block so that it sets straight up and 
down as shown. Slip the gears on and this magneto will time in 
itself. 

To stop this system from operating, you must use a wire con¬ 
nected to the terminal H. By closing your switch you will find the 
current from the primary wire which has been produced from the 
breaking of the lines of force from your magneto passes out through 
ilie interrui)ter to the insulted point D, where it passes up over a 
conneciiou made at D to the terminal U. Then it passes back over 
the wire connected to the switch, and crossing the sv itch returns to 
the ground, where it returns to the bottom of the magneto, where 
the brush is wiping against the armature, and returns into the arma¬ 
ture into the primary winding, from which it started. 

As this current does not pass througli the point of breaking, yoti 
w ill find tliat there has ])een no high tension current produced because 
there has been no breaking of the primary current. As the primary 
current is not broken, and the high tension current not being i)ro- 
duced, the motor will stop for the want of a s])ark at the cylinders. 
Hence to start a high tension magneto you do not turn the swdtch 
on ; but to stop it, yoti turn the sw'itch on and short circuit it. 


rent 


'I'he jump ga]) which you see at H is wliere the high tension cur- 
jumps across. The brush that you see where the high tension 


OF THE AUTOMOBILE 


31 


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LOnQITUDIMRL SECTIOM 







































32 


THE USE AND ABUSE 


current feeds through in time becomes greasy and sometimes carries 
a short off across some other point. 

Yon will find that the brush also at the bottom of this magneto 
becomes worn out and it is necessary to be replaced with a new one, 
since the primary circuit must have a tight contact. 

Should the wire leading from the terminal U to the switch get 
shorted, yon will find that your magneto would stop generating a cur¬ 
rent and the car would stop. Being unable to receive a spark from 
the magneto shows that there is a short somewhere between the inter¬ 
rupter and the point of the current feeding through the interrupter. 

If you wish to take this interrupter out, pull off the outer case Y. 
Yhen take out the screw D, and you will find the front of the inter¬ 
rupter will come out. This cannot be put back in wrong, as there is a 
key seat which will not allow it to go in any other way. This makes 
it very handy in dressing your platinum points. 

The condenser which you see at No. 1 is to take care of the 
current that is created from the breaking of the ])rimary line avoiding 
a hot spark taking place across the platinum points. 

This magneto sometimes becomes shorted badly with grease 
inside, as it is a high tension magneto, and it takes but a very little 
grease until the high tension current will travel across, which, with a 
low tension system you will find is not nearly as apt to short out. In 
case this happens by going to work and washing your magneto out 
with a bucket of gasoline, you can remove this trouble without any 
further delay. 

You will notice that if your motor is not working good at low 
speed and is hard to start on the magneto, the trouble may be that 
your platinum points are not breaking far enough apart or your 
magneto may be weak or the brush at the commutator K may be 
worn out or gone. 

The wiring diagram of the S. R. 6 Dual Bosch system will be 
found on Figure No. 39, which I can assure you is one of the best 
ignition systems to be found on the market at any price ranging with¬ 
in its price. It is a system that the faster the motor runs, the hotter 
the spark is delivered. No matter how high your compression may be, 
it can not be too high for the Bosch. 

The Bosch system is a very simple system and the repairs for 
the Bosch can be found almost any place they handle any kind of re¬ 
pairs whatever. 

The Bosch Dual is a double system up as far as the distributor; 
you have two complete systems up' to this point, a battery system 
and a magneto system. This is a high tension mag, which delivers 
high tension current from the mag itself, using a coil in case you want 
to start your car on the batteries, or if you want to run on the bat¬ 
teries. A great many times you will find that the car will start with 
its own accord in case it has good compression. With this system 
you will find by pushing the button, it will vibrate, delivering a hot 
spark in the cylinder that may be standing on compression, causing 
it to go down on power stroke, which will even be a saving to 3 ^our 
storage battery, even if you have a self-starter in connection. If you 
do not have a self-starter, nine chances out of ten, your motor will 
always start off the ignition system providing it has good compression. 


OF THE AUTOMOBILE 


33 



1. Su’iich handle. 

2. Movable cover 

3. Coil case. 

4. Starting press billion 

6. Fixed connection plate, 

7. Movable switch blade 
a Cable cover 


9. Milled edged nut. 

10. Iron core. 

11. Plate carrying the starting 
arrangiment and the condenser 

12. Condenser. 

13. Contact spring. 

14 Trembler 


15. j Auxiliary contact 

16. I breaker 

17. Trembler spring 

18. Stop screw for switch 

handle 

24 Locking key 





■WIRING DIAGRAM OF THE DUAL SYSTEM 

FIG. 39 























































































































































34 


THE USE AND ABUSE 


In wiring- tliis system iij), fasten No. 5 to tlie storage battery, 
fasten No. 4 to the lead of the induction coil, No. 4 to No. 4 tot) 
lead to the distributor, fasten No. G to the frame high tension ground 
wire, fasten No. 3 from the induction coil to No. 3 of the magneto, 
the high tension lead from magneto to switch on ignition coil, hasten 
No. I to the ignition interrupter and fasten No. 2 to No. 2 on the mag 
lead for shorting magneto. J^'asten No. 7 to the frame of the motor 
or ground wire from storage battery. 

^^dlen starting this system, the switch is turned on the battery, 
ihe current leaves the positive point of the storage battery, passing 
from 7 to 7 on the frame or ground, from there it passes to the in¬ 
terrupter, passing through the interrupter on to the insulated point 
is'o. 1, then over the lead wire to No. 1 at the ignition coil, where it 
passes. through the primary winding through the vibrator and hack, 
out at No. 5 to No. 5 at the storage battery. While passing through 
here, the current causes the iron core inside the induction coil to be¬ 
come magnetized, which attracts the spring, breaking the current or 
otherwise causing it to vibrate, which breaks the line of force and 
induces a high pressure in the secondary winding, which passes from 
No. 4 to No. 4 on the. magneto to the distributor, and from the dis¬ 
tributor to No. 1, where it ])asses over the frame of the motor, return¬ 
ing back to No. G the ground wire from the ignition coil or high ten¬ 
sion return. In this case, it causes your No. 1 to go down on power, 
where your No. 2 comes up compressing. No. 3 goes down taking in 
a charge and No. 4 comes up exhausting; where No. 5 would be just 
finishing exhausting, No. G is finishing power. These are the large 
numbers. Now, turning the switch on the magneto, a line of force 
from the north pole to the south pole is broken by the revolving of 
the armature; breaking this line of force induces a low current in the 
armature winding which passes to the interrupter at No. 2, through 
the interrupter it returns back into the mag again from .where it 
started. As this circuit is broken at the ignition switch, it can not 
])ass from No. 2 to No. 2 at the ignition switch. As this current is 
l)roken, it breaks the line of force, which induces a high pressure in 
the secondary winding, due to the breaking of the line of force which 
this current is creating in the armature. This high pressure passes 
from No. 3 to the ignition'switch, through the ignition switch back to 
No. 4 to the distributor, and from the distributor, it passes to No. 5 
spark plug, where it ])asses back over the frame of the motor into the 
secondary winding of the armature from where it started, where it is 
grounded at the bottom of the mag. 


OF THE AUTOMOBILE 


35 



FIGURE NO. 46 


l^^igiire No. 1(5 shows a Uosch tension mai.;neto as it w'onld 

look ready to put on the car. 






36 


THE USE AND ABUSE 


FIG. NO. 40. MEA MAGNETO 

Fig. No. 40 shows a Mea magneto, which is one of the standard 
mags, delivering a very hot spark. You will find that this mag is 
used on a good number of cars which have a bell magnet. The whole 
magneto advances and retards. This magneto has been known to 
deliver a spark just from advancing right quick, because it throws it 
])ast the poles, breaking the force through the armature, and at that 
instant, will induce a current in the primary, and the current going 
through the primary, through the interrupter and advancing on over, 
causes the interrupter to break, inducing a high pressure in the sec¬ 
ondary winding, which is carried to the distributor and to the spark 
plug by delivering a spark in this way by advancing the magneto 
only. 



FIGURE NO. 40. 


The Mea magneto is very easily set. All that is necessary is 
to put your No. 1 cylinder on compression; have the magneto fully 
retarded, turn your distributor until No. 1 shows up at the glass in 
front of the distributor. The interrupter should be just ready to 
break, the full distance of the break will be 1-G4 of an inch, and then 
have it just ready to break at this time when No. 1 shows at the 
glass. Set the magneto on a base and fasten it and it is ready to be 
wired up, and the high tension wires will wire according to the way 
the motor fires and then you have your wn're to short 'the mag out 
when you want to stop it. 
























































































OF THE AUTOMOBILE 


37 




'I’m-: ni-:iiL-siiAiM-:i) >ia<;m-:t 


FIGURE NO. 52 

Figure No. 52 shows the bell shaped magnet for a Mea magneto, 
d his magnet works just the same as any other magnet. Lines of 
fcu'ce will pass from north to the south pole and can be charged the 
same as any other magnet. 

FIG. 31. THE TRAVEL OF A PISTON 

The next thing that we will take up must be the mechanical end 
of the machinery, as it is necessary to understand the working prin¬ 
ciple of all the parts of the automobile and their relations. 

You will find that valve timing is a very important thing to under¬ 
stand in any line of machinery, it doesn’t make any difference whether 
it be steam or gasoline, and you will find very few who are operating 
such machinery who understand it thoroughly. 

You will discover that the piston travels farther on one quarter 
than it does on the last, and for that reason the ordinary mechanic 
doesn’t understand valve timing as he should. 

Speaking of the piston traveling farther on the first quarter than 
on the last, at first seems impossible; but it does so, and the illustra¬ 
tion No. 31 will prove it to you. To look at this illustration alone, 
not understanding what it is, it would seem to you a Chinese puzzle. 





























38 


THE USE AND ABUSE 












I 

FIG. 31. THE TRAVEL OF A PISTON. 































I 














OF THE AUTOMOBILE 


39 


but it proves every point of travel of the i)iston and also the connect¬ 
ing rod. It is necessary to understand this illustration since you will 
find that your valves open and close at such points that seem impos¬ 
sible that it should do so, for instance, when the intake valve opens 
past dead center and closes past the bottom center, and when the 
exhaust valve closes past the top dead center and opens before reach¬ 
ing bottom dead center, \\dien understanding the principle of the 
over-travel, you will plainly see why these valves open and close at 
these points. 

Figure No. 31 shows a double-hosed engine and its outward 
travel and its inward travel. No. 1 shows the piston at each end; No. 
2 shows where the piston has traveled on the first quarter—the red 
mark coming from No. 1 to 2. No. 3 shows where the crank has 
moved from the dead center to the first (juarler, Xh). 4, showing yon 
the travel of the first quarter. Then the green arrow shows you the 
crank traveling from No. 4 to No. 2 at the bottom. This shows the 
second travel of the crank, and the green arianv from No. 2 to 3 gives 
the travel of the piston, showing that this travel is much shorter than 
the first. The black mark sv\ung from 4 to No. 4 shows the over¬ 
travel as if the crank box was taken apart. You would find that your 
connecting rod will not swing on this line as it curves from 4 to 4. 
The lines running in the diamond sha])e from the center shows the 
actual rockby past dead center. At this point you will find that the 
piston does not move a particle while the connecting rod is moving 
across this space. 

You will also observe that there is a drop from No. 4 to No. 3. 
For instance, to prove this out, go to work and make a circle with 
your pencil on a piece of paper, measuring the distance across the 
circle. Then make a mark the same distance above the circle as No. 1 
shows you here. Then jdace a line straight through the center of 
your circle as the line is drawn here with the red and green arrows; 
then place tw^o pencils with a piece of string just the length of the 
mark at the toj) to the circle, and move the pencil at the circle to the 
first quarter, drawing 3 'our pencil at the toj) downward and onl^^ 
reaching the first quarter. Then move the pencil at the top backward 
and forward to make a mark. Then move from the first quarter 
to the second quarter and still pulling your pencil straight downward, 
you will see for 3 'ourself how the piston travels farther on the first 
(juarter than it does on the last. 

You may ask, ‘A\4iat does this amount to?” It means that it 
is impossible to find the exact dead center of a flywheel without the 
means of a triam. You will find that the rockb\" throws you off one 
way or the other, and this illustration proves that to you. You may 
have your })iston at the highest point and still the connecting rod be 
a little off one way or the other. This would throw you off on degrees. 
4 'he degree marks which you set your valves b}^ must be absolutely 
right, and those marks are measured from the exact dead center. If 
you do not have the exact dead center it would be impossible to have 
the proi)er degree marks for the exhaust valve to close and the intake 
valve to open. 

The next figure which T shall explain to you will be showing 
vou the valve timing as it is done, showing you the view of three 


40 


THE USE AND ABUSE 


that represent only a T head motor. The first cylinder is showing 
yon the cams and cam gears, the push rods and valve stems. You 
will find in Figure No. 30 that it shows you the three cylinders, rep¬ 
resenting the one with red numbers and also black numbers. The 
red numbers represent the first to the last thing that you are to do, 
following these numbers in rotation as they run, and you will find 
that you will follow valve-timing as it should be done. 

You will find that No. 2 is pointing to a mechanical rule, and 
that No. 7 is pointing to the degrees of a circle. You will also notice 
that No. 0 is pointing to a triam and No. 8 is placed upon the piston. 
No. 10 shows a business card between the push rod and the valve stem. 
No. 6 show^s the connecting rod with an arrow just below it pointing 
at the exact dead center. No. 11 shows the exhaust cam and No. 12 
shows the intake cam. No. 9 shows the exhaust on cam gear and the 
intake cam gear. 

In order to do valve timing it is necessary to find the exact dead 
center of your flywheel. In order to do this, this illustration will 
show you plainly how it is done. We will first proceed starting in to 
find the exact dead center. First remove some plug or other at the 

head of the cylinder, by which there is always a way to get in the 

head of a cylinder. After removing the object which may be placed 
at the head, place a mechanical rule in the head of the cylincler, as 
we have at No. 1, which is the first thing to do. Raise the piston 
then, until the rule raises up as high as it will possibly come. Then 
notice the distance that the rule sets in. Drop this rule one-quarter 
of an inch lower than the distance at which it stands. That throws 
your connecting rod over to one side as No. 1 in the center of the fly¬ 
wheel shows you. Now go to work and place a triam at the lowest 
point of the flywheel, as No. 2 shows you, placing this at the lower 

point of the flywheel. Make a counter punch mark on the frame of 

the motor and place the other end of the triam in the counter punch 
mark. Make a temporary mark on the flywheel where the triam 
touches. Next raise the piston back up to its highest point, and 
drop it on the other side the same distance as No. 3 shows you at the 
head of the cylinder, one-quarter of an inch. Place your triam back 
to the same counter punch mark on the frame of the motor and put the 
triam at the lowest point of the fly-wheel, as No. 3, at the bottom, 
shows. Make another temporary mark. Take your mechanical rule 
and measure the difference between these two marks. Make a counter 
punch mark square in the center between the two. This gives you 
the exact dead center of the two marks. Now turn the flywheel back 
until the triam will touch in the counter punch mark on the frame 
of the motor and in the counter punch marks between the two tem- 
j^orary marks, as No. 5 shows you. This will give you what is called 
“triam dead center.” After you have done this and while the motor 
is standing in just this position place a mark across the face of the 
flywheel and a mark on the cylinder to correspond with it, as No. 6 
shows you. This gives you exact dead center. 

Now, if you wish to place another dead center on the other side 
for 2 and 3, you may do so by measuring the distance around your 
wheel. Finding this wheel is GO inches around, or whatever it may 
be, take one-half of the distance. Say it is a GO-inch wheel—you will 


FIG. 30. VALVE TIMING 




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OF THE AUTOMOBILE 


41 


measure 30 inches from the dead center mark, which will give you 
exact dead center on the other side. This will be the dead center for 

2 and 3. The first dead center is 1 and 4. 

After you have this dead center mark, you then have a mark to 
locate the degree mark from, which is exact. To get the degree of this 
flywheel, measure the distance around the wheel. Whatever it may 
he, it must go into 3G0. We will say that it is a 60-inch flywheel. 
Sixty goes into 360 six times, giving you six degrees to one inch, or 
the sixth of an inch to one degree. Then measure the degree marks 
from the dead center mark back at which you will find the exhaust 
valve closes between 5 and 10 and the intake opens between 6 and 12, 
as figure No. 8 shows. You will ask, ‘‘How is this?” It is enough to 
answer that this has been figured out by experts who have figured 
valve timing of all motors. There are no two motors of which the 
valve timing is the same, but there is no motor made but the exhaust 
valve closes some place between 5 and 10 degrees and the intake opens 
somewhere between 6 and 12. Hence, to get the average, we must 
do the same as a jewelryman does regulating a watch. We can find 
the center. We know that we have got to go to 5, and half of 5 is 
234 ; added to 5 gives you 7 V 2 . That would be 7^4 degrees then at the 
average. The intake opening is between 6 and 12, so that we know 
we have got to go 6 and somewheres between 6 and 12. Half of 6 is 

3 added to 6 gives 9, and hence 9 is the average. Now, we say we 
take the average and measure 73^ degrees from dead center mark, as 
the two marks back of the dead center mark shows you the degree 
marks. We will first place the exhaust closing, which is between 

5 and 10, on 7i/2> which is 1^4 inches. Now, the intake opens between 

6 and 12. Finding the average to be 9, which 9 degrees at 6 degrees 
to an inch is 1^ inches. Measuring I 14 back, or the 1^ for the two 
marks, we locate the exhaust closing and the intaking opening. 

Now you are ready to do valve timing just the same as you will 
find a great many motors already marked as they leave the factory, 
although you will discover a number of motors placed on the market 
that were never marked. In case you were to go up against one of 
those unmarked motors, and someone had had the gears off, and had 
had the valve timing off, and suppose you were asked to fix it; it 
would be a “big white feather in your cap” if you were able to go 
ahead and do the valve timing, correcting and making the motor give 
the same power that it did the day it left the factory, which thing you 
can do if you follow the illustration shown. 

From this point we must pass on to do the valve timing as it is 
done on all motors, following after the red figures as they are on 
the illustration. First, after this, we will pass to No. 9, showing you 
the two gears, which means that they must be taken off in order to 
allow the' cams to drop down as far as possible—that is, to allow the 
push rods to come down as far as they can. No. 10 shows you that 
the adjustment made between the push rod and the valve stem must 
be made just the distance of a business card, which is about the 64th 
of an inch thick. You will find by two adjustment nuts on the push 
rod you can make this adjustment to that distance. You may ask, 
“Why not have them so they just touch?” The reason is this: any¬ 
thing running at a high speed has vibration, and if you were to bring 


42 


THE USE AND ABUSE 


them up so they touch the motor ruiiuiu<>- at a hi^h rate of speed would 
not allow the valve to close, since the vibration of the ])ush rods 
would hold the valves just a fraction open, causing backfiring through 
the carburetor and backfiring in the muffler. The valves must then 
have clearness enough to allow for this vibration so that the valves 
may seat each time. Notice there are springs above the business card 
which pull the valve down tight each time. 

After you have made this adjustment, you are now ready to start 
in to set your cams. Turn the first mark, which is the exhaust closing 
betw'een 5 and 10, even with the dead center mark on the cylinder. 
Then turn the exhaust cam up No. 11 until it raises the push rod 
against the valve stem and is just ready to leave it, and place your 
gear on the exliaust cam shaft. Then turn the intake degree mark 
even with the center of the cylinder, which is between (i and 12, and 
turn the intake cam up until it raises the push rod against the stem 
ready to open it, and slip the intake cam gear on. This is No. 12. 

Now you have the valve timing done, and you are ready to place 
your case on and try your motor out. If you follow' this through as 

1 have indicated, there is no chance for you to ever make a mistake. 

You may ask, “A\diat is a triam?” The figure just below^ No. 5 
shows you a triam. It is a rod cut fifteen inches long and has each 
end sharpened to a point where each end can then be bent one inch, 
leaving you a 13-inch triam. It is used on steam and gasoline engines 
to find the exact dead center of the flywheel. 

In case that you were to grind a set of valves, you will find that 
it is necessary to adjust your valve rods so that you can slip a busi¬ 
ness card between each one. To do this, first ])ut No. 1 cylinder on 
compression stroke dead center, which can be done by w^atching the 
exhaust valve open and close on No. 4 cylinder, and that gives you 
compression stroke dead center on No. 1. Then set the exhaust and 
intake cam on No. 1 cylinder so you can slip a business card between 
each one. Turn the flywdieel then a half a revolution and adjust 
the two valve rods on the next cylinder that fires the same. Then 
turn it another half revolution and adjust the valve rods on the next 
cylinder that fires, and so on until you have adjusted all the valve 
rods that you may have. 

Say that you were to break your cam shaft and had to put on a 
new set of cams. To do this, place on a T head motor the exhaust 
cams all on one side, and the intake cams all on the other. In an L 
head motor you wdll place the exhaust cam on; then tw'o intake cams; 
then two exhaust cams; then two intake cams and one exhaust cam, 
and you are ready to start in. Place the gears on and allow all the 
cams to turn straight down, allowing the i)ush rods to come down as 
far as possible. In addition, you must have the degree marks for Nos. 

2 and 3, as well as 1 and 4 dead center. Turn the first degree mark, 
which is the exhaust closing, even wdth the center of the cylinder on 
1 and 4. Then turn the exhaust cam up until it raises the push rod 
against the stem and tighten the set screw' that is found in the bottom 
of the cam, or must be put there. Next turn your intake opening 
mark even with the center of the cylinder which is betw^een G and 
12 , and turn the intake cam up until it raises the push rod against the 
stem and locate the set screw' in it. Then turn the flywdieel half over, 


OF THE AUTOMOBILE 


43 


bringing your 2 and 3 dead center mark up. It is up to you now which 
way you want your motor to fire—whether 1, 2, 4, 3, or 1, 3, 4, 2. You 
must then turn the 2 and 3 dead center exhaust degree mark even 
\vith the center of the cylinder and turn the exhaust cam up until it 
raises the push rod against the stem with No. 3 cylinder just ready to 
leave and tighten the set screw in this. Next turn the intake opening 
mark even with the center of the cylinder and turn the intake cam up 
until it raises the push rod against the stem so that it is just ready 
to open on the No. 3 cylinder. Then turn the flywheel half over again, 
bringing up 1 and 4 dead center. Next the exhaust mark even with 
the center of the cylinder and turn the exhaust cam up against the 
push rod on No. 4 cylinder so that it is against the valve stem in a 
position just ready to leave and tighten the set screw in this. Then 
turn the intake mark even with the center of the cylinder and turn 
the intake cam up until it raises the push rod against the stem on No. 
4 cylinder, and lighten the set screw in it. No. 4 must always fire 
after the second cylinder. Now turn the flywheel half a revolution 
again. Next turn the degree mark even with the center of the cylinder 
for the exhaust to close and raise the exhaust cam until it raises the 
push rod against the valve stem on No. 2 cylinder in a position just 

ready to leave. Then tighten the set screw and turn the intake degree 

mark up even with the center of the cylinder and then turn the intake 
cam up until it raises the push rod against the stem ready to open, 
and tighten the set screw. 

Now you are ready to take off the gears and pull out the cam 

shafts. With a counter punch, make a counter punch mark in the 

center of each one of these cams. With a drill, drill a hole through 
the cam and shaft. Then drive a i)in that will make a tight fit in the 
hole and get it in even with the cam. With your counter punch sink 
this at eacli end so it cannot work out. Do this to each and every one 
of your cams and take a file and dress it off smoothly. 

Your cams and shaft are now ready to be placed back in the 
motor. Place the cam shaft back where it belongs and turn up 1 and 
4 dead center, bringing the exhaust degree mark even with the center 
of the cylinder. Turn up the exhaust cam until it raises the push rod 
against the stem and slip the gear on. Turn the intake degree mark 
even with the center of the cylinder and then turn the intake cam 
up until it raises the push rod against the stem just ready to open 
and put the gear on and you have your cam shaft and cams timed. 

CARBURETORS 

The next system we take up will be the carburetors, a very im¬ 
portant part of the automobile to understand. In fact, there are very 
few who understand the principle of a carburetor thoroughly so they 
can locate their trouble at once. 

If vou will study this illustration carefully, you will find that 
you will be able to easily locate the trouble in a carburetor. Very few 
understand how to adjust a carburetor as it should be. Indeed, very 
few understand the adjustment principles of the carburetor at all. 
Very few also understand the color of blaze, the sound, etc. As far 
as teaching you how to adjust a carburetor is concerned, that I can¬ 
not do, nor can any other man living, no more than can you be 


44 


THE USE AND ABUSE 


taught to play a violin. An instructor can teach you the notes, but 
not to play the music. You will find out what 1 can teach, and then 
you will have to learn the music yourself. Often you will hear ad¬ 
justing a carburetor spoken of as tuning a motor. 

The carburetor, you will discover, is not hard to adjust if you 
once learn the sound of the motor and the color of blaze which you 
receive, due to different mixtures. 

The trouble of carburetors, you will ascertain, is due greatly 
to the not taking care of the gasoline. A great deal of gasoline is 
poured into the tanks without being strained. It should be strained 
through a chamois skin. This will avoid any dirt from passing 
tlirough, and also will avoid the water from passing through. You 
will find if water, or dirt either one, pass into the tank, it is going 
to cause trouble that the ordinary man cannot locate, and yet it is a 
very easy matter to locate it if you understand the principle of the 
carburetor. For instance, I shall explain to you the Schebler car¬ 
buretor. The Schebler carburetor is a foreign type that has a water 
jacket. The type that I am showing you here is type F in which 
the adjustment is ver}^ easily made. 

The first thing is to understand the color of blazes that you 
will receive from rich, weak and proper mixtures. If your mixture is 
too rich, you will receive a red smoky blaze; if the mixture is too 
weak, you.will receive a yellowish green blaze. When the mixture 
is just right, you receive a deep blue blaze. This blaze can be seen 
from the muffler, when it is cut down and will show up at high speed. 
Also, it can be seen by opening the valve at the head of the cylinder, 
or priming cups. 

The sound which you receive from too rich a mixture is a buzzing 
sound, which means that the motor runs sluggishly. The weak mix¬ 
ture gives a low, hollow-tone sound. The right kind of a mixture gives 
a deep, sharp report like two pieces of boards slapped together. 

The trouble of the carburetor may be found in several different 
])laces. If dirt passes in the pipe line and chokes up, the trouble that 
you will have is that your motor will choke down, backfiring through 
the carburetor, causing the car to stop. Wdien you get out and crank 
up your car, even though it starts off again at a very high speed like 
nothing was wrong, it will run only a few minutes until the same 
thing takes place—backfiring through the carburetor and the stopping 
of the motor. This shows that the dirt has clogged in the pipe line 
and the gasoline does not feed through as fast as it ought to, or stops 
up in the elbow G. This condition allows the gasoline to seep through 
when the car is stopped and to fill the float chamber full again. 
Then when you crank your car it starts off because it has a supply 
.of gasoline in the float chamber. After you have removed the pipe 
line with your pump, you can remove the dirt or blow it out. If you 
have no pump, get a piece of wire that you can run through amf by 
tying a small swab to it you can pull this through and thus clean the 
pipe line out. 

If this dirt should happen to pass on through under the needle 
valve H it would allow the inside valve to be held open, and this would 
cause the carburetor to flood. The gasoline then keeps running in 
since the inside valve cannot shut it off when it gets to the height 


OF THE AUTOMOBILE 


45 


that it should be at the point D. This running above causes it to 
run through the spray nozzle and out on the ground, and this is what 
is called flooding. You may ask, “Is there any other cause of flood¬ 
ing?” There is. You will find that if your cork float becomes soaked 
with gasoline it becomes heavy and lays down in the gas, allowing 
the gas to raise higher than it really should, causing the gasoline to 
run out in the same way. Again you will ask, “Is there any way of 
fixing this?” There is. If the dirt gets under the inside valve, you 
can fix it by removing the dirt, and, if the cork float gets soaked by 
gasoline, by drying it out thoroughly and then taking it and dipping 
it in some shellac. This should be done three times, letting it dry 
about fifteen minutes each time. This will prevent the gasoline from 
soaking into the cork float. 

Should the dirt pass on into the float chamber and up into 
the spray nozzle D, it would cause the gasoline to be shut off en¬ 
tirely from passing on up through the manifold. This trouble can be 
located only in this way : Take gasoline from the top of your tank, 
prime the cylinders, and you will find that when cranking your 
motor the gasoline will ignite, making three or four explosions and 
then stopping. This proves to you that you spark is all right and 
that the trouble is in the carburetor system. Now, by going to work 
and flooding the carburetor by pushing down on the stem V, you will 
force the cork float down, allowing gasoline to pass in through by J 
and allowing it to run up above the spray nozzle. If there is no dirt 
in this spray nozzle it should allow the gasoline to run out through 
your air hole on to the ground. If it does, you will know then that 
there must be water in the gasoline. If it does not, it goes to show 
you that the S])ray nozzle is stopped up and will not allow the gasoline 
to pass through. 

By taking the nut off the bottom you may be able to take the 
float chamber apart. This will allow you to run a piece of wire up 
through the spray nozzle, removing the dirt which has gathered 
there. 

If you have any doubt about water being in your float chamber, 
go to work and prime the cylinders with gasoline from the bottom of 
your carburetor. If the car will not start with this, it proves to you 
that it is water in the gasoline. 

The foregoing, you will find, is the most of the trouble that you 
have with the carburetor. However, in addition, you will find that 
you will have such trouble as the adjustment not being proper; or 
the' manifold may leak from the vibration of your car, breaking the 
packing between the manifold and the cylinders, allowing air to pass 
in through the place where the packing is broken. 

You will find that this carburetor has a low and high speed 
adjustment, which high speed adjustment is found on the throttle V. 
The low speed adjustment is the needle valve L and the air valve A, 
which adjustment is made at M. 

A very good way to adjust this carburetor that has proved satis¬ 
factory to me is to get a very light tension on your air valve spring M, 
by the adjustment screw, and then open the needle valve L about one 
turn. Then start your motor, having the throttle closed. Next close 
the needle valve L until your motor starts to miss. Just as it starts 


46 


THE USE AND ABUSE 



Pig. 162.—The Schebler Carburetter. A compensating air valve A, adjustable by the 
screw M and spring O, controls the air supply to the mixing chamber C. Above 
this valve is a shutter which may be partially closed when i-ranking to increase 
the suction in order to obtain a rich mixture. The si)rsy nozzle is located at IJ and 
the supply regulated by the needle valve E by means of thumb wheel L. The 
needle valve has two adjustments, one for high speed and one for low. At H is 
the eccentric high speed adjustment. Throttle valve K is of the butterfly type 
and is operated by the lever P. Heating is secured by a jacket surrounding the 
throttle. Gasoline enters the float chamber B through the elbow connection G. The 
fuel level is maintained by the concentric float F which rc^gulates tlie supply by 
the inlet valve II and lever connection J. The float point is adjustable by the 
needle valve adjusting screw I, accessible by removing cap U. The carburetter 
is primed by the tickler or flushing pin V. 


















































OF THE AUTOMOBILE 


47 


to miss, open the needle valve a^^^ain until yon get a regular explosion 
on all four cylinders. After receiving a regnlar explosion, adjust the 
air valve A with the adjustment screw M until your motor runs in 
perfect tune. Then open the throttle 1^ wide open and make the ad¬ 
justment by the adjustment screw V with a screw driver, until your 
motor runs in perfect tune at high speed. You will find this can be 
done by turning the screw' one way or the other when it raises the 
needle valve or lowers it. As the throttle is being pulled open, the 
needle valve opens, allowdng more gasoline to pass in through the 
spray nozzle. This wdll allow you to take more gas as you will be 
taking more air, as the high s])eed of the motor will draw the air 
valve open to a greater extent, allowing more air to pass through. 
It is then necessary to have more gas to make the mixture proper. 

The ignition system must be in first class shape wdien under¬ 
taking to adjust the carburetor. The above way of adjusting this 
carburetor has proved very satisfactory. When you have once be¬ 
come acquainted with the adjustment, you wall find it is much easier 
to make the same as you can then locate your sound and tell wdiether 
the sound of the niotor is coming right. At first you may not be 
able to make the adjustment just as you w'ould like to, but practice 
will make perfect. 


TYPE L 

You will find that the type L is practically the same carburetor 
except it doesn’t have a w’ater jacket and the adjustment is made by 
the air valve and the needle valve. This carburetor is used on a great 
many small motors, since it gives special satisfaction on such motors. 

Th.e troubles in it are found the same w'ay as in the one I have 
just mentioned, since they are both made by the same factory. The 
adjustment of the type L is a little bit different from this one. The 
way I generally adjust the type L carburetor is by opening the needle 
valve, for a 20-horse motor about three-quarters of a turn ; for a 30- 
horse about one turn and a 40-horse about one and a quarter turn. 
Then, having a light tension on my air spring, 1 will start the motor. 
W’hile the motor is running, I will adjust the needle valve until it be¬ 
gins to hit regular at low' speed. Xext I open the motor wide and 
adjust the air valve until the motor begins to draw' hard through the 
air valve. Then 1 give it gas until you get the proper sound, which 
resembles tw'O i)ieces of boards clai)ped together. 

Another w^ay in which you can adjust this carburetor is by 
opening the needle valve about the same distance and adjusting the 
air valve for low' speed, and then opening the throttle w'ide and adjust 
tiie needle valve until you get it as near as you can. 

Still another way: you can open the needle valves the same dis¬ 
tance and then start your motor, throwing the throttle open sud¬ 
denly. If spitting takes place, through the air valve, close the air 
off until the spitting quits. Then open again until the spitting just 
takes place, and then open the needle valve little by little until you 
get the slightest pop and your motor w'ill rush off at high speed. But 
be sure and open and close the throttle suddenly at each adjustment. 
Idiis adjustment will only work on the type L Schebler, or such 

makes. 


48 


THE USE AND ABUSE 


STROMBERG CARBURETOR 

Figure No. 50 shows you a Stroml)erg carburetor, which is a 
spring type having a water jacket and air valve adjustment. this 
carburetor has a spray nozzle, but does not have a needle valve in 
which the adjustment is made at the spray nozzle. It has a needle 
valve at the float chamber in which the adjustment of the gasoline is 
made in the heighth of the glass float chamber C, this adjustment 
generally being made so that the gasoline stands about one-half in 
tile float chamber while the motor is running. This adjustment is 
made by the adjustment screw Dl. 



Fig. 50 

STROMBERG CARBURETOR 




You will notice that the gas feeds in at the pipe connection A and 
passes up through the needle valve B at the bottom. Here it passes 
into the float chamber, raising the float A5. The gas then passes 
across through the spray nozzle H, where it then passes up through 
the throttle M and through the manifold to the cylinders. The air 
jiasses in at the bottom of the priming cup F, which is the factory set 
point, and the straight air passes in through the air valve V going in 
I>ast N, mixing with the gas at M, and passing up through the mani¬ 
fold in a vapor of gas. The adjustment is made at the adjustment 
screw above V and the adjustment screw below V, the bottom one 
being the light spring adjustment; the top one being the heavy spring 
adjustment, or high speed. 

The trou1)les of this system you will find about the same as the 
others. The dirt passing in the pipe line will cause it to choke down, 
which, if noticed at the glass, it will be found that the gasoline is low 
and seeping in. If this dirt passes in and gets under the needle valve 
B it will hold it open, allowing the gas to pass in. This gas will run 
across in the spray nozzle H and over the top into the cup F, and then 
































OF THE AUTOMOBILE 


49 


it will run out on the ground. Sometimes this float chamber A5 
becomes punctured, which can be easily fixed by soldering it lightly. 

If the dirt which I have spoken of passes across into the spray 
nozzle H, it will choke the gasoline off entirely, not allowing it to pass 
up through the throttle M. In this case your motor would stop, and 
the only way that you could locate our trouble would be first to prime 
your cylinders to see if your motor will run or not; or, next by priming 
to see whether the trouble is in the gasoline system or the ignition 
system. Finding it will ignite the gas shows you that your spark 
is all right and the trouble is in the carburetor. By pulling back on 
the lever D, you will raise the needle valve B allowing the gas to run 
in and fill up to the top of your float chamber. Should it run out 
of the spray nozzle into the priming cup F this shows you that the 
gas is passing through and it must be water. After the gas reaches 
this point, there is nothing to keep it from passing to your cylinders. 
Should it not, you will find it is dirt in the spray nozzle and this will 
not allow the gas to pass through. 

The dirt can be removed by taking off the screw at the bottom G 
and with a piece of wire 3-011 can remove the dirt, since you can easily 
see through the spray nozzle. 

If this dirt should stop in the cross section from the float chamber 
to the spray nozzle, by removing the screw E you can push a piece of 
wire through the cross section, removing the dirt from this point. 

If you wish to take this float chamber apart, remove screw C at 
the top, allow the floating lever to be removed at D and then the ad¬ 
justment screw D will screw off, allowing you to pull out the needle 
valve B. Then throw off the top of the case, lift up your glass C and 
you have ever3^thing removed. 

By removing screw G you can screw off the priming cup F, allow¬ 
ing you to look through your carburetor. 

The letter J is the water jacket into which the hot water from 
\-our cylinders i)asses in and out again, keeping the gasoline hot while 
it passes up through the air space L. 

In case you want to drain off the water that may be in the car¬ 
buretor, you can do so by opening valve A No. 4 and pulling back on 
the lever D. Then raise the needle valve B, allowing the gas or water, 
whichever it may be in the float chamber, to pass down through the 
valve below. 

If you want to adjust this carburetor, you can do so by adjusting 
the gasoline so it stands about one-half in the float chamber. This 
can be done by the adjustment screw D. Then have a light tension on 
both springs. Start the motor and while the motor is running adjust 
the gasoline b}^ the adjustment screw above D, so that the gas will 
still stand half in the float chamber while the motor is running. This 
allows the gas to rise at the proper height in the spray nozzle. Then 
while the motor is running slowly, adjust the lower valve spring V 
or spring S, low speed adjustment, until the motor runs perfectly at 
low speed. Next open the throttle wide open. Leave your spark 
retarded and adjust the spring above, or heavy spring,^ until your 
motor runs perfectly at high speed. This is high speed adjustment. 

You will find that this adjustment will work out satisfactorily, 
providing your ignition system is in good shape. 


Figure \‘^ showing a plain view of the M. No. .‘1 Stromberg car- 


50 




THE USE AND ABUSE 


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OF THE AUTOMOBILE 


51 


Type “il” 
except that the 
not. 


and “IIA 
“IIA” is 


carhnretors are identical in construction, 
built with a water jacket, wliile the “11” is 


GASOLINE ADJUSTMENT 

The float level adjustment on this carburetor is set and locked at 
the factoiy and never needs attention. Also the air valve s])rin^ 
adjustment is locked at the factory. 



ADJUSTMENT 

There are only two adjustments on this carburetor, “A” the low 
speed, which is a needle xalve seatino- in an open nozzde, the o])cnin" 
of which is usually two sizes lari^er than is ordinarily necessary which 
jici’mits an increase in tlie i^asoline flow to that extent, and which also 
can he shut off entirely, fhe other is the high speed adjustment “I>” 
which controls the flow of gas(dine on high S])eed by regulatiipg the 
time when the secondary needle \'alve begins to o])en. 

Before starting the motor, o])en all ])et cocks on the carburetor so 
that the inrush of gasoline will clean out any dirt which might have 



























































52 


THE USE AND ABUSE 


i40ttcii in the carburetor in packini;' or otherwise, and set the hij^h 
s])ce(l nut “H” so there is at least l--)2 of an incli clearance between it 
and the needle valve can above it at “X” when the air valve “hd’ is 


on its seat, ddie needle valve does not l)ei>in to o])en until “B’’ 
comes in contact with “X.” 


Also before startinj^- the motor, be sure the rocker arm of the 
dash adjustment on the carburetor is not in contact with the collar 
above it at “Z,” when stecrino- post control is all the way down. 


STARTING THE MOTOR 

To start the motor, raise the steering- post control to its highest 
position, thus producing an extra rich mixture. In cold weather it also 
may be necessary to close the air supply in the hot air horn by means 
of a rod connected to “R."’ This should be opened as soon as motor 
starts. Gradually lower the steering post control as the motor warms 
up, and be sure same is in its lowest position and that the-motor is 
thoroughly warm before adjusting the carburetor. 


LOW SPEED ADJUSTMENT 

The mixture at low speed is controlled by the needle valve “A.” 


Jf too rich as indicated by the motor “rolling” or 


loading, 


turn “A” 


up or anti-clockwise, thus admitting less gasoline and making the 
mixture leaner. If mixture is too lean, turn “A” down or clockwise, 
thus admitting more gasoline and making the mixture richer. 


HIGH SPEED ADJUSTMENT 

Advance the spark, open the throttle. If mixture is too lean on 
high si)eed, turn “B” up or anti-clockwise until desired results are 
obtained. If mixture is too rich, turn “B” down or clockwise. 

NOZZLE SIZES 

These carburetors are equipped with the proper size nozzles for 
the motor for which they are intended before leaving the factory, and 
no change should be made until positive that the proper adjustment 
cannot 1)e obtained without making the change. Before changing 
nozzles, check up closely on the ignition system, examine all mani¬ 
fold and valve head connections, for air leaks, as it is absolutely im¬ 
possible to make a carburetor operate properly if the ignition is not 
in good condition or there are air leaks in the motor. 

If, however, with the motor in normal condition it is necessary to 
turn needle valve “A” down more than two and a half turns, and still 
motor will not idle, it indicates that the primary nozzle is too small 
and that a larger one should be used. 

If it is impossible to get enougdi gas on high speed except when 
nut “B” is so high that there is no clearance at “X” on idle, a higher 
number needle should be used. If too much gas on high speed when 
nut “B” is turned down as far as it will go, a lower number needle 
should be used. 

To change the primary nozzle, take out the needle valve “A” 


OF THE AUTOMOBILE 


53 


and remove nozzle “C’’ with a regular screw-driver. To remove taper 
valve on high speed, pull up steering post control, unscrew nut “B” 
all the way and lift valve out. This valve and nut “B” are assembled 
together and should be ordered in that way. Do not attempt to take 
these apart or to change the taper. 

NeVer change nozzles more than one size at a time. The nozzle 
o[)ening gets smaller as the number gets larger; thus—a No. 59 is 
smaller than a No. 58 . 

Pligh speed needle valves deliver more gas as the number gets 
larger thus—a number 7 will give more gas than number 6. 

Always Install carburetor with the float chamber towards the 
radiator. 



This is the famous Holley Carburetor 
which is adjusted from the dash to meet 
every condition of temperature and speed. 
The carburetor is set at the factory for the 
exact enKlne on which it is used and its 
factory adjustment cannot work loose. The 
dash adjustment is very simple and full 
descriptions accompany the car. 

Gasoline to work properly 
In a motor must be vaporized 
perfectly with entering; air. 
The dash adjustment accom¬ 
plishes this result by supply¬ 
ing; all cold air for the hottest 
temperature and all hot air 
for the coldest temperature 
and by furnishing; the supply 
of hot and cold air for any 
intermediate degrees of tem¬ 
perature. In operation this 
carburetor deiteuds on the re¬ 
lation of supplied gasoline 
from the spray nozzle (g) with 
the entrance 4»f air downward 
through the bridge end and 
up to the stand i>ipe (m). As 
the speed of the motor in¬ 
creases more air and less fuel 
is deli>ered through the stand 
pipe (m) to the motor. This automatically 
clears the mixture as the speed increases, 
keeping the iiroportion constant without 
the use of a single moving part. 










54 


THE USE AND ABUSE 


MODEL G (WATER JACKETED) 

Installation Instructions 

These installation instructions also apply to Model L except as 
to water connections. 

The Rayfield Carburetor will operate successfully on all motors, 
but best results can only be obtained by correct installation. These 
instructions should be followed closely. 

Position—Place carburetor as close to cylinder intake ports as 
l)ossible, with float chamber facing' either front or rear and with ad¬ 
justments on the outside. Mdiere gravity feed is used, carburetor 
must be placed low enough to insure flow on hills when gasoline is 
low in the tank. The throttle lever D can be used on either side of 
the carburetor. Priming cap can be turned to any position desired 
by loosening retaining screw. 



LOW SPEEDX; 
ADJUSTMENT 

TURK TO RIGHT TORMOM O^sS 


HIGH SPEED 
ADJUSTMENT 

TURN TO RIGHT TOR_ 


MORE GAS 


GASOLINE 

INTAKE 

CONNECTION ; 


CONNECTIONS 

The oi)ening in the manifold should not, be smaller than the car¬ 
buretor opening. If smaller, the edge should be beveled to size of 
carburetor, to avoid an abrupt shoulder. ' 

The flange connection must be absolutely air tight. Use a good 
gasket. 













OF THE AUTOMOBILE 


' 55 

T. he Rayfield carburetor is furnished with gasoline and water 
connections to take 5-1 G outside diameter tuhingf. 

Ihrottle connections should be made so that carburetor is fully 
opened by o])eration of the foot accelerator or hand throttle. A spring- 
control should be arranged to positively close carburetor throttle wlien 
foot accelerator is released. 

Use a copper tube with not less than one-cpiarter inch hole for 
gasoline connection. Under no circumstances use rubber tubing or 
iron pipe. 



CONSTANT AIR 
'V. OPENING / 


UPPER AUTOMATIC 
•V. AIR VALVE ^ 


METERING 
■-PIN J 


DASH POT 
L PISTON > 


LOWER AIR VALVE 


MODEL G 

WATEH JACKETED 


GASOUNE 
L INTAKE> 


SPRAY’ 
NOZZLE 


METERING 
PIN NOZZLE 


Connect a wire to the priming lever Ci for starting purposes. 

Gasoline connection is adjustable and can be set at any angle 
desired, by loosening nut at bottom of trap. 

Always connect hot water and hot air. 

Connect water pipe from water jacket of motor or upper water 
l-u’pe, to the toj) water connection of carburetor and from lower water 
connection of carburetor, to suction end of pump (l)etween radiator 
and pump). 

Place shut-off cock in the water line for use in extremely hot 
weather. 

See that these connections are made in such a way that water 
will be drained out of carburetor jacket when system is drained. 

Attach a hot air stove to the exhaust pipe and connect to con¬ 
stant air elbow of carburetor by a flexible tube. 
























50 


THE USE AND ABUSE 


DASH CONTROL 

An important feature of the Rayfield carburetor is the dasli con¬ 
trol, which assures easy starting, regardless of weather conditions 
and permits control of the mixture from the dash. Raising the dash 
control lifts the spray nozzle needle and supplies a richer mixture. 

Dash Control Installation—Locate position desired for the push 
l)Utton on the dash. Drill a ^ inch hole at the proper angle, attach 
the push button and run the tubing to the bracket J on the carburetor, 
avoiding sharp bends. 

Cut off tubing so that it will extend beyond the bracket not 
more than one-quarter inch. Remove the temporary wire from the 
carburetor, insert tubing and secure permanently by tightening clamp 
screw. Run dash adjustment wire through hole in binding post on 
gash arm H. 

With push button down, place gas arm H in position so that 
the line on eccentric comes in contact with low speed screw. Tighten 
screw in binding post. Cut off surplus wire. Without changing 
position of push button make carburetor adjustment. 

GENERAL INFORMATION 

h'uel conditions at the present time require the api)lication of 
heat to the carburetor. Both hot water and hot air arc strongly 
recommended, but one or the other must be used. In the case of 
d'hermo-Syphon or air cooled motors, hot air should be used. 

The water jacketed carburetor is always more efficient than the 
non-water jacketed carburetor. 

MODELS G AND L 
Adjustment Instructions. 

Models G and L have no air valve adjustment and only two gaso¬ 
line adjustments. 

Important—Wlien adjusting a Rayfield Carburetor, l)ear in mind 
that both adjustments are turned to the right for a richer mixture as 
indicated on adjustment screw heads. 

Caution—Before adjusting the carburetor, be sure there are no 
obstructions in the gasoline line; that manifold connections are abso¬ 
lutely tight and free from air leaks; that valves and ignition are 
properly timed, and that there is a hot spark and good compression 
in all cylinders. 

Always adjust carburetor with dash control down. Low speed 
adjustment must be completed before adjusting “high.” 

ADJUSTING LOW SPEED 

With throttle closed, and dash control down; close nozzle needle 
by turning low speed adjustment to the left until Block U (see cut 
slightly leaves contact with the cam M. ddien turn to the right about 
three complete turns. Oj)en throttle not more than one-cinarter. Prime 
carlniretor by pulling steadily a few seconds on Priming Lever G. 
Start motor and allow it to run nntil warmed ii]). Then with retarded 


OF THE AUTOMOBILE 


57 


spark, close throttle until motor runs slowly without stopping. Now, 
with motor thoroughly warm, make final low speed adjustment by 
turning low speed screw to left until motor slows down and then 
turn to the right a notch at a time until motor idles smoothly. 

If motor does not throttle low enough, turn Stop Arm Screw 
to the left until it runs at the lowest number of revolutions desired. 

ADJUSTING HIGH SPEED 

Advance spark about one-quarter. Open throttle rather quickly, 
v^'hould motor back-fire it indicates a lean mixture. Correct this by 
turning the high speed adjusting screw to the right about one notch 
at a time, until the throttle can be opened quickly without back-firing. 

If “loading” (choking) is experienced when running under heavy 
load with throttle wide open, it indicates too rich a mixture. This 
can be overcome by turning high speed adjustment to the left. 

Adjustments made for high speed will in no way affect low speed. 
Low speed adjustment must not be used to get a correct mixture at 
high speed. The adjustment of the Rayfield cannot change. Both 
adjustments are positively locked. 

Starting—Before starting motor when cold, observe the follow¬ 
ing: 

Open throttle not more than one-quarter. Enrich the mixture by 
pulling up dash control. Prime carburetor by pulling on priming 
lever G for a few seconds. 

When stopping motor, pull up dash control. Open throttle about 
one-quarter and switch off ignition. This leaves a rich mixture in 
the motor, which insures easy starting. 

DASH CONTROL 

The Rayfield Dash Control, when properly used, will render easy 
starting; furnish a richer mixture when motor is cold, and maintain 
a correct mixture under the most extreme atmospheric changes. 

When carburetor adjustments are once made, they should not 
be changed, as the dash control will take care of cold weather as 
well as cold motor conditions. 

Raising dash control enriches the mixture by lifting the nozzle 
needle. Control button should be down for running, except when a 
richer mixture is required. 

Pull button up full distance for starting. 

Adjustment of car 1 )uretor should always be made with dash con¬ 
trol down and motor warm. 

GENERAL INFORMATION 

Never under any circumstances change nozzles in the model G. 
& L. Carburetors. The float level is correctly set at the factory. Do 
not change it. 

A j)ressure of not more than two pounds is recommended where 
pressure system is used. 


58 


THE USE AND ABUSE 


'rile automatic air valve should always lie closed when motor is 
not nmuiiii;- or when throttled down to its lowest sjieed. 

Remember that tlie low speed adjustment is to lie used only when 
motor is running' idle and ])ositively must not be used in adjusting 
high s])eed. 

Never adjust a carburetor unless the motor is hot and the water 
jacket of carburetor warm. 

The I'loat Chamber and dash pot should be drained occasionally 
tlirough drain cocks X to remove water and sediment which may 
liave accumulated. 

All Rayfield Carburetors are equipped with a strainer trap at 
bottom of float chamber. 

To clean traj), shut off gasoline supply and remove nut S. The 
gauze may then easily be removed and cleaned. 

In replacing the trap, be sure that the gaskets are in place and 
nut is drawn u]) firmly to insure a tight joint. 

The trap can be drained by shutting off the gasoline supply and 
removing small plug. 

INSTRUCTIONS FOR INSTALLING AND OPERATING THE 
STEWART VACUUM GASOLINE SYSTEM. 

Leave tank alone. Don’t fool with it. 

There is no reason why it should ever be opened, but in case of 
an accident, the following directions should be carefully observed. 
The tank positively must be placed so that its top is ABOVE the 
gasoline supply tank. Under no circumstance can the storage tank 
be as high as the vacuum tank. 

The Stewart X'acuum Gasoline Tank is installed on the engine 
side of the dash. 'Fhe bottom of the tank should never be less than 
h inches above carburetor, and, in any event, the tank should be ])laced 
as high as possible so as to be always above the main gasoline supply 
tank even when car is going down steep grades. 

It is connected (at D) with the main gasoline supply tank; also 
(at C) with the intake manifold (at K ) with the carburetor. 

'Fhe top or head of the Stewart Vacuum Gasoline Tank is held 
in place by eight screws, between this and the tank is a gasket. This 
gasket is shellaced. If for any purpose you have to remove this head, 
use care to prevent damaging this gasket, as it is necessary that this 
should be an absolutely air-tight joint. 

A is the suction valve for oi)ening and closing the connection to 
manifold and through which a vacuum is extended from the engine 
manifold to gasoline tank. 

P) is the atmospheric valve, and permits or prevents an atmos- 
])heric condition in the upper chamber. 

C is pipe connecting lank to manifold of engine. 

D is pii)e connecting vacuum tank to main gasoline supply tank 
or reservoir. 

K is lever to which the two coil s])rings S are attached. This 
lever is o])erated by the movement of the float G. 

F is short lever, which is operated by the lever F, and which in 
turn o])erates the valves A and I>. 

II is flapper valve in the outlet T. 'Phis flapper valve is held 


OF THE AUTOMOBILE 


59 


AIR VENT 




TO CARBU¬ 
RETOR 


VACUUM GASOLINE SYSTEM 






























































































60 


THE USE AND ABUSE • 


closed bv the action of the suction whenever the valve A is open, but 
it opens when the float valve has closed the vacuum valve A and 
opened the atmospheric valve B. 

J is drain 1)111^ for drawing* water or sediment out of reservoir. 
This may also be used for drawing off gasoline for priming or clean¬ 
ing purposes. 

K is line to carburetor extended on inside of tank to form pocket 
for trapping water and sediment, and which may be drawn out 
through plug J. ^ . . . , 

L is vent pipe, admitting an atmospheric condition in lower 
chamber at all times, and permitting an even, uninterrupted flow of 
gasoline to carburetor. 

R is an extension pipe over the atmospheric valve. The purpose 
of this extension is the same in effect as if the tank itself was raised, 
and prevents any overflowing of gasoline in case the front end of 
the car should be very much lower than the rear end. 

If the tank should have a tendency to continue to fill to a point 
that causes the suction line to draw gasoline into the manifold, it may 
be due to a leaky float. This is easily found out by removing the top 
of the tank, and shaking the float to see if any gasoline has leaked 
into it, in which case the gasoline would give it extra weight and 
I>revent it from rising so as to operate the valve. 

T is the outlet in which is the flapper valve H, and located at 
the bottom of the float reservoir. It can be unscrewed with a screw 
driver (see slot U), and removed if desired. Sometimes the flapper 
valve becomes pitted with carbon or some other sediment, which 
prevents it from seating properly. In such a case scrape this flapper 
valve with a knife so that it will seat flush against the face of the out¬ 
let. 

To fill the tank, should it ever become entirely empty, close the 
engine throttle and allow the engine to turn over with the self-starter 
a few revolutions. This will create sufficient vacuum in the tank 
to fill it. If the tank has been allowed to stand empty for a con¬ 
siderable time and it does not easily fill when the engine is turned over 
with the starter, this may be caused by dirt or sediment being under 
the flapper valve II. Removing the plug W in the top and pouring 
a small quantity of gasoline into the tank will wash the dirt from this 
N'alve and cause it to work immediately. If the motor speeds up when 
the vacuum tank is drawing gasoline from the main supply it shows, 
that either your carl)nretor mixture is too rich, or, your connections 
are so loose that it is drawing air into the manifold. There should be 
no perceptible change of engine speed when the tank is o])erating. 


OF THE AUTOMOBILE 


61 


TRANSMISSION 

1 he next mechanical part that we take np is the transmission. 
\ oil will find that there are a very few that understand how to chani^e 
speeds on a car, and the reason that they do not is because they do 
not understand the principle of the transmission. A great many peo¬ 
ple changing speeds cause the machine to make a ripping, roaring- 
noise. This can be overcome in shifting, if you understand how it 
!S done. The majority of instructors who teach you how to drive 
a car teach you wrong in this matter. You will admit that you have 
been in the habit of releasing your clutch clear out when changing 
speeds, and this should not be done by any means. If you under¬ 
stand the principle of a transmission, you will plainly see why this 
noise is caused. 

When you buy your car, the first thing you are taught is to be 
sure and push down on the pedal, which is called the release. You are 
told to do this, but you don’t understand why. You will find that 
you do so because you were told to do so, and told that if you didn’t 
do it you would rip out your gears, which is true. And yet, if you 
push down on the pedal you will chew off all the teeth, and that will 
be just as bad as to ri]) them out. 

Now, these instructions conflict. You think that you ought to re¬ 
lease them out, and I say not to. I do not mean not to release the 
clutch; but I do mean that you should release the clutch far enough to 
release the motor i)Ower from the transmission, since this is what the 
clutch is made for. 

You will find that a transmission has a jack shaft and a drive 
shaft. The figure No. 34 will show you a selective type transmission, 
which you will notice on one shaft has four gears. This is the jack 
shaft. On the other shaft you will notice that there are three gears, 
which is the drive shaft. Tut really, there are only two gears on the 
drive shaft, as the gear which is running enmesh with the other gears is 
a stub gear inside of which the drive shaft rides. This gear is driven by 
the clutch w hich you release and leave in. 

You can look at this yourself and see that if you release this 
clutch clear out you will stop the clutch from running. That is all 
right in starting up; do that wdien first starting your car from the 
standing position. If you sto]) the clutch and stop this stub gear that 
is running enmesh with the gear on the jack shaft, you will stop 
the jack shaft from running. As your car is standing still, the other 
two gears which are slide gears wdll slide backward and forw^ard on 
that square shaft. As the gear then is standing still and the gears 
on the jack shaft are standing still, you can see at once that the 
gear can be thrown either way enmesh with one of the gears and 
not make a particle of noise. Say that you get first speed. You throw 
the large gear on the drive shaft forward enmesh with the gear that 
is in the center. This gives you first s])eed. Now, in order to go 
from first to second s])eed you must shift out and throw the near 
gear on the drive shaft back into mesh with the center gear and this 
will give you second speed. To illustrate the point we will say your 
car is running when getting first s])eed. Your drive shaft then would 
be turning, and also the gears on the drive shaft are bound to be 
turning also. If your car is coasting while changing speeds, the 


f)2 


THE USE AND ABUSE 


inonieiitum will keep the two j^ears on the drive shaft running. Now, 
if yon release the elutch elear out, you can see that you will stop the 
jack shaft from running. As yon do so, yon are going to slide this 
second, or intermediate speed gear hack into mesh with a gear that is 
standing still, while your sliding gear is running from the momentum 
cf the vehicle. This shows yon conclusi^'ely that the gear that is 
running is going to rip and roar as it passes by the teeth on the gear 
in the center of your jack shaft. 

Since this is true, whv should von release the clutch clear out? 
Von should only release the clutch just far enough to release the 
motor power from the transmission, still allowing the clutch to run 
from its momentum. ]f you will allow the jack shaft to run, and the 
drive shaft also, both gears as they are running towards each other 
will slide together without making a ])article of noise. 

When changing from intermediate or second speed to high, the 
same gear is slid ahead where the two lugs are working together, giv¬ 
ing you a direct drive. Then the small gear which is running enmesh 
with the large gear at this time is connected to your sliding gear, mak¬ 
ing this one shaft straight through, and this gives you a direct drive 
from the fly wheel straight back to your differential. 

I shall now explain to you how to start the car. h'irst see that the 
spark is retarded. Then notice that your levers are in neutral, for if 
they are in a speed and you undertake to start the car, it is liable to run 
over von. Next start vour car and take vour seat, Shift vour clutch 
out as far as possible until the clutch has stopped running, while all 
gears are standing still slide them, shifting the gear into first speed. 
I.eave the clutch in easily. When the car starts to moving, after you 
have a fair speed on low, release the clutch just enough to release the 
motor i)ower from the transmission and change speeds quickly from 
first to second. ^Tu will find that this can be done without making a 
particle of noise. 

To change from second to high, release the clutch again just far 
enough to release the motor power from the transmission, shifting as 
(jnickly as i)ossible into high s])eed, leaving the clutch back in easy 
again. Now you are on direct drive and high s])eed. 

To get reverse, you will notice at the back of the transmission that 
the largest gear on the drive shaft can be slid into an idle gear which is 
enmesh now with the jack shaft. This gives you the third motion, 
which will run this gear on the drive shaft to the reverse. This will 
cause the car to back up. 

You may ask, “If all these gears were to drop out, could 1 get 
home?” You most certainly could. The sliding gear next to the gear 
which is enmesh from the drive shaft to the jack shaft can be slid 
ahead and this connects the two lugs together. Idiis connection makes 
the direct drive. When this is made you will n.ot use any of the gears 
then whatever. All the teeth could be gone and the direct drive will 
operate yonr car. It is rather hard to start on high speed, but by 
driving your engine np to high speed and leaving the clutch in easily 
and allowing it to slip until the vehicle starts to moving, yon can 
gradually raise your s])eed until you are driving on direct drive high 
speed. You should keep oil about even with the top of the shaft in 


OF THE AUTOMOBILE 


63 


C/3 

W 

r 

w 

n 

H 

l-H 

< 

w 

H 

W 

H 

> 

c/3 


H-l 

o 

CO 


c/3 

C/3 


O 






















64 


THE USE AND ABUSE 


this transmission. You will find that these f^'ears must be run in oil 
as they are very hard and will not stand to run dry. 

A great many people who are driving selective type transmissions 
wonder whether or not they would be able to drive any make of a car 
and know how to change the speeds. That is so easily done that a 
blind man could do it. Did you ever notice on the slot of the shifting 
lever that there was one slot shorter than the others’ This is always 
high speed, no matter where you find it and no matter on what corner, 
it is always high speed. Straight across from it is always first speed. 
Likewise, straight back from first speed is always reverse, and straight 
back from high the other slot is always intermediate or second speed. 

You will say, “Well, I know some automobiles that have not got 
the slots in that way.” This is true, but they can be found just the 
same. If you have an open slot, throw your lever across it and shove 
it down to each corner when the motor is standing still. You will find 
there is one corner which you cannot get the lever into, for two rea¬ 
sons : first, because high speed is one of the shortest shifting spaces 
there is, and another reason is that nine times out of ten the lugs will 
come against one another in place of slipping together and will not 
allow you to go down into the corner. This proves to you that that 
is high speed. Then across from it is first speed. Straight back from 
first speed is reverse. Straight back from the point that you cannot 
get into is second speed. These speeds can always be found in this 
way on any car with the selective type transmission. It will be but 
a short time until we will use nothing but the selective type, since it 
is coming to the front and being used on all of our late type cars. You 
will find that it has better gears, and you will find that these gears are 
made in such a way that they stand lots of abuse. 

You may have wondered why a gear is so expensive. I shall try 
to explain to you why the gear is as expensive as it is. The process 
that a gear goes through makes the expense of it come high. The 
gear at first is made of soft metal that has been annealed by heating 
until red hot and buried in sand and allowed to cool very slowly. 
After it has cooled, it is placed in the lathe, is turned out and then 
milled until it is made in the shape of a gear. Then it is placed into 
a grinding machine where it is ground down to a thousandth part 
of an inch. If this gear now could be placed on the automobile and 
used, it would be much quicker made and much cheaper, .but it has 
yet to go through a case-hardening and a pickling process. This is 
done by placing a large kettle of cyanide potassium on a fire and 
heating until it becomes a liquid. This is white in color when it is 
placed in the kettle and the workman must be careful not to inhale a 
particle of it, as it is deadly poison. While this is red hot, the gears 
are placed in it and cooked the length of time they desire to case- 
harden it. About ten minutes’ cooking will case-harden to the extent 
of about the 64th of an inch. This liquid substance must go in only 
far enough to give it the wearing material and still leave the metal 
inside soft and tough, which gives it strength. If you were to case- 
harden a tooth clear through, it would be brittle and would break off. 
After this has been cooked to the length of time desired, it is then 
taken and put into a pickling ])rocess, which is nothing more than 
brine, water and salt, until it becomes a brine. The gear must be 


OF THE AUTOMOBILE 


65 


taken out with a pair of tongs which are case-hardened, and must be 
placed into the l:)rine at once. It must be dropped as straight as 
possible, for if this gear strikes the least bit crossways, it will cause 
it to warp. Should the gear warp it is no account and will have to 
be thrown away. If it is warped even a little, it is placed back into 
the grinding machine and ground off until it will run quiet. A gear 
going through all these processes brings the expense of it high. In 
this way you understand why the gear stands the wear and is so hard. 
You will find that this would not do for hardening tools, as a tool 
must be tempered, which process you will find in another place in 
this book. 


PROGRESSIVE TRANSMISSION 

The next transmission which I shall explain to you is the progres¬ 
sive. Progressive transmission is so called because you have got to 
pass through other gears in order to get to the gear you want. This 
will be shown to you in Figure No. 35 . 

The progressive sliding gears are fastened together. When one 
turns they both turn. 

This transmission is not being used as much as it used to be, 
although you will find it on a few of the old type cars even today. You 
will find this transmission works exactly to the same principle as 
far as shifting the gears by releasing the clutch .is concerned. It is 
necessary that you release the clutch clear out in order to shift speeds 
pro])erly. Shifting your s])eeds, the gear is shifted one way or the 
other so that it can pass through the other gears in order to get to 
the gear 3^011 want. 

In the selective t3q)e you will find that this disadvantage is done 
away with by having the sliding gears separate so that you can 
slide into a gear and out again and do this without passing through 
gears. The wa}^ of shifting this is that you have but one lever, and 
this shifts from one end to the other. 

On the ProgressiA’e 3^011 find high speed always at one end 
and reverse at the other. You will notice, generally to find these 
speeds 3^011 cannot shift your lever clear down into the corner on the 
end that 3^011 find high, as the gear will come up against the lugs and 
not allow it to go down. You will also find the notches on that end 
are close together, while on the reverse and first speed the notches are 
far apart, and you will always find first speed next to reverse. You 
will find that second speed may be found next to high and neutral 
may be found next to high. There is no way of telling this except 
by going to work and shorting your lever in the center notch and 
cranking the motor over before turning on the switch. If your car 
does not start, you know then that you are in neutral. By throwing 
it back towards reverse on notch you are in first speed. By pass¬ 
ing 'ahead through neutral into the next notch next to high, you are 
in second speed. B3^ Roing clear up to the end in which the short 
notch is found, you are in high speed. By going to the other end, you 
are in reverse. 

First and reverse being found together, it only makes it neces¬ 
sary to throw back into reverse, back up, and throw ahead into first 
speed and go ahead. And then you have got to pass through fir.st speed 


66 


THE USE AND ABUSE 


and throuj^li neutral to pass into second as shown liere. l^assing into 
vSecond speed, you pass ahead, tlirowino- the lui^s together, and this 
gives you high speed. In order to do this, you have got to pass 
tlirough all the gears on the jack shaft, and this is wearing and is 
more aj)t to cause trouble than when you pass in and out. 

You will notice that the same trouble is caused here by ripping 
and roaring, and even more so than it is on the selective type. 

If you will notice on transmission where the gears are ripped 
out, you will find that the intermediate gear is rip])ed out more than 
any other gear, this being done shifting from first to second. In 
.shifting to first speed we always release the clutch clear out, and it 
can be done as it stops the jack shaft when the car is standing still, 
the gears not moving. But in shifting to second speed, the clutch is 
leleased clear out and this causes the jack shaft to stop while the drive 
shaft is running and the gears on the drive shaft rip the teeth off the 
intermediate gear. Yon will find by just releasing the motor power 
the same as on the other, this can he done without making this noise 
and without ruining your gear. 

Sometimes it is impossible for a person to change speeds without 
making a ripping, roaring noise. 1 have also known it to be so 
that they couldn’t get into speed. Every time they tried to shift into 
first s])eed, it would cause a ri])ping, roaring noise. This is caused 
from the clutch being too full. That is, the leather would not leave 
go or the clutch does not let go on the fly wheel and the jack shaft 
keeps running. If the jack shaft should keep running when your drive 
shaft is standing still, and you were trying to shift your gear enmesh, 
it would cause a ri])ping, roaring noise. They do get into mesh 
sometimes by jerking back right quick, and when this is done you 
will hear a ripping noise and then a snap when the two gears go 
together. This shouldn’t he done. The proper way is to be sure 
that that is the trouble. If you release the clutch and'hold it for 
about a minute and then try to shift into first speed and find that this 
ri])ping noise is still heard, you can make up your mind that your 
leather is too full. Or, if you have a multiple disc clutch, the trouble 
is that it is gummed and sticking. To remove this trouble take 
coal oil aufl pour it in the case, allowing the motor to run, washing the 
plates, and you will remove the gum from the plates and they will not 
stick on you. If the multiple disc clutch runs in oil, fill it up again 
^vith fresh, clean oil and you will do away with this trouble. If this 
should be a leather cone clutch, by getting your car out against an 
embankment or some other place where it cannot climb, and leaving 
your clutch in easy while the motor is running and leave it slij), not 
leaving it in so that it will take hold, you can wear the leather down 
in a short time so that it will release. Don’t leave this in enough to 
burn the leather. When it gets too hot, stop your motor and let it 
cool. After it has been worn down, a good idea is to soak the leather 
with neatsfoot oil. This causes the leather to become soft and 
pliable again, which will keej) it from grabbing. If your leather gets 
hard and gummy, when you go to lift the clutch in you will find 
that it grabs and the car wdll start suddenly, and the clutch should 
be washed with gasoline or coal oil and the leather should be soaked 
with neatsfoot oil. 


FIG. 35. 

PROGRESSIVE TYPE TRANSMISSION 


OF THE AUTOMOBILE 


67 









68 


THE USE AND ABUSE 


The same thing- may be said about the multiple disc clutcii 
when it becomes gummy. It needs cleaning out and fresh oil re¬ 
placed instead of the dirty oil—that is, if the clutch runs in oil. 

Sometimes a cone clutch gets in such shape that when you re¬ 
lease it it keeps running and will not stop for about a minute. 1 his 
is caused from the break or friction in which the clutch comes back 
again that stops it when releasing it clear out. It is worn out. If you 
raise your footboard you can see the clutch still running when you 
have got the clutch released clear out, and you can watch it die down 
from its momentum. If this be the case you have got to replace it, 
the trouble being most generally a small piece of leather in which the 
clutch comes back again. If it is not, it is a very good idea to have 
a strap or iron fastened onto the frame of the motor where it will 
run across to the front of the clutch, and rivet a piece of leather on it 
so that when the clutch is released clear out it will come back against 
this piece of leather, causing it to stop, for the clutch must stop in 
order to stop the jack shaft. 

PLANETARY TRANSMISSION 

The next system that I take up is the Planetary Transmission, 
about which you will have very little dealings, although it is used still 
today. Since this transmission is a very hard transmission to under¬ 
stand, you will find you will understand it better by dealing with it 
practically than you will from this illustration. In fact, it is hard 
enough to understand when it is taken to pieces and exj)lained in 
such a way that a person has opportunity to demonstrate as well as 
to instruct concerning it. 

It has a planet of gears, in which you will find there are 12 in this 

case. 

The principle of this transmission, is that it has two cases, since 
you will notice that K is one of the cases in Figure 30 , and H is the 
other case, having two sets of gears, E being one set of gears and F 
the other set. These gears lap half with each other. The shaft going 
through the center has a gear fastened to it, in which this gear runs 
enmesh with gears E. The case K has a gear fastened to the case in 
which the gears E run enmesh with it. 

Now gear B runs enmesh over the top of the gears E. The plate 
C goes over in front of the gears that hold them all in place. Gear 
B that runs over the top of the gear E has a sprocket fastened to it. 

The shaft that passes through the center is fastened to the motor 
which is the crank shaft. You will find it operates in this way. There 
is a brake band that goes over the case K that holds this case from 
turning when desired, that is locked by a foot brake.. The case* H 
also has a brake over the top of it that is locked by a foot brake. The 
case H has pins fastened to it that go through the gears E and E. 

The gear which is on the shaft D is fastened to the shaft. Now, 
when this gear on the shaft is turning your motor is running and it 
must turn when the motor runs, which it drives on the outer half of 
the gears E. As this is turning the gears in one direction, the gears F 
are turning in the other direction. That causes case K to revolve one 
way and the case II to revolve the other. 

If you were to lock the brake band on case K you would hold the 


OF THE AUTOMOBILE 


69 


gear that is fastened to that case, but it will not allow either the case 
or the gear to turn. Then the gears E will revolve round over the top 
of the gear that is fastened to case K. As they revolve round the 
gear which is running over the top of the gears E will carry gear B 
round in the same direction with it, giving you first speed. 

To get reverse, you will lock the brake band on case H that holds 
the pins to which the gears E and F are on, not allowing them to 
revolve round, but to stand still and turn as the gear D is turning in 
the same direction. You will find that the engine runs, the gears E 
are running in the opposite direction and the gears F are running in 
the same direction that the engine is running which runs the gear 
on the case that is fastened to it in the opposite direction, and this 



■I 


FIG. 36. 


causes the case to revolve the same. This means nothing, except that 
the gears E turning in the opposite direction from the way the engine 
is running, cause the gear over the top to run in the opposite direction, 
and this means the reverse to your sprocket. 

By locking a clutch, or throwing in, which is done by a lever 
on the side of your car, it will allow the clutch to drop in that fastened 
to this shaft into a cone that is connected to the case K. Case K 
has got to turn then with the shaft with which the gear 1) is turning 
and as the gears try to turn in the opposite direction and also try to 
turn the case K the opposite direction from the way the shaft is turn¬ 
ing it, it points the gears inside of this case in no direction only in 
the direction of the shaft, which shaft they all revolve together, giv¬ 
ing you a direct drive straight through, and this is high speed. 

I have explained this transmission exactly as the gears operate, 
which explanation I don’t expect you will understand even after you 
have read it. However, if you come to the Automobile school, I am 
certain that I can show you, so that, by reading this over carefully 


70 


THE USE AND ABUSE 


and working' with the transmission, you may be able to understand 
it thoroughly. It is almost a Chinese puzzle as we have it here, al¬ 
though you will find that it cannot be ma'de any plainer on pa])er. 

To take the Planetary Transmission apart on the Model 10 iUiick, 
you must remove the universal joint shaft and inside of this you will 
find a set screw which must be removed. When doing this by re¬ 
moving the screw on the case you will find that the transmission will 
fall to pieces. 


BEVEL GEAR DIFFERENTIAL 

The next system that we take up is the bevel gear differential, 
which you will find is used on most of the cars nowadays, since it is 
a strong differential and stands a great deal of abuse. 

There are very few people who understand the principle of the 
differential. Some owners of cars do not even know that they have 
got one. 

The differential idea is for turning corners, allowing one wheel 
to stand still while the other one runs faster. If one wheel stands 
still, not turning at all, the other wheel turns twice as fast. This is 
done by the bevel gears which you will find inside. 

The differential that you will find in Figure 37 , shows you the 
gears as they are inside. The dark gears are the gears which you will 
find between the two master side gears. There is a master side gear 
on each side of these gears, although we only show one master side 
gear. This gear is fastened to the rear shaft. The gear that belong 
on the other side is fastened to the rear shaft. The dark gear you 
Vv’ill find drives in the center between the two. Now the large master 
gear which you see on the outside part not finished, shows you the 
driving power of the whole differential. The bevel driving gear which 
is driving on the large master gear is driven through a universal joint 
through the propeller shaft from the transmission. This ‘gear when 
revolving turns the master gear. The master gear turns the shaft 
round with it, which the four bevel gears that are placed on across, 
carries the side master gears along with it, both of them being carried 
in the same direction as the bevel gears in the center do not revolve 
on a straight pull, but, say that you were to turn a corner, you will 
find that the master gear on the side would stand still and the bevel 
gears would revolve in the same direction that the large master gear 
is turning. From this you can plainly see that the master gear on 
this side would have to revolve ahead of the bevel gears in the 
center, which would cause it to run at the speed of the master gear 
and at the speed of the bevel gears, which would be twice the speed 
that it would be running. If both side master gears were running with 
the large master gear and the center bevel gears standing still, then it 
would only run the speed of the master gear, which is half the speed 
that it would be running otherwise. 

You will find that this differential stands a great deal of abuse, 
as the bevel gear has a great deal of strength. This particular differ¬ 
ential is found in many different types of cars, although it is not the 
only make there is. We have two more makes, l)ut only one of them is 
used, d'hat is the s])ur gear. There is a universal differential which 
is not used whatever, as it did not prove satisfactory because they 


OF THE AUTOMOBILE 


71 


worked loose and caused too miicli noise. This differential works the 
same as a bevel differential does on a traction engine. Idiat is its prin- 
ciple, to allow one wheel to stand still while the other one turns faster, 
in making the corners. 

.If you want to experiment to see the principle of this, jack a car 
up, turn one wheel one way and you will notice the other wheel turns 
backwards. But if you start your engine and throw your vehicle in 
speed, you will find that both wheels run ahead. If you hold one of 
ihe wheels, you will find that the other wheel will run twice as fast. 
This ])rovcs to you that the differential is doing as I have just ex- 
])lained. 

When the object of one wheel turns backwards when you turn 
the other ahead, you are not transmitting your power through the 
large master gear, but are transmitting it through the side master 
gear, which gear causes the bevel gear to turn in the same direction, 
while it causes the other master side gear to turn in the opposite 



FIG. 37. 


direction, and causes the rear wheel on the other side to turn back¬ 
wards. When the power is transmitted through the large gear, the 
l}evel gears are not turning and are pulling just as hard on one side as 
they are on the other. The two side master gears are turning with 
the center bevel gears, and both turning in the same direction. This 
you will find is the action of the differential. 

If you were to get one wheel in a mud hole, the other being on 
good footing, the one in the mud hole would keep turning and the one 
on good ground would stand still. The only way to make the other 
one turn is to hold the one that is in the mud. Tdiis can be done by 
knockino- out the pin of your brake rod on the brake band from the 
wheel that is on a good footing. Then lock your brakes so that the 
brake band will lock on the wheel that is in the mud without allowing 
it to turn, and the other wheel has got to turn, and you can drive out. 

If you get in a mud hole, you can throw your lap robe or any- 


72 


THE USE AND ABUSE 


thing- else, as hay, brush or any otlier stuff that will make a good 
footing, under your wheels and it will help you to get out. Some¬ 
times by tying a rope or taking the straps off of your top and have 
a couple of men pull on the front of the car and starting your vehicle, 
it will help you to pull out of a mud hole. 

When this bevel gear differential is put together, it should be 
packed with hard oil. The housing into which it goes must be filled 
with non-fluid oil up to the top. This whole differential must run in 
oil. The oil feeds from the differential over to the rear wheels through 
tile axles. This sometimes feeds out and flies all over your wheel and 
brake band. To stop this you get a felt washer that goes in the hub 
over the axle. The wheel, setting up against the felt washer, will 
keep the oil from passing through the housing into the wheel and 
flying all over the wheel, getting it all oily and allowing your brakes 
to slip from oil on the brake band. 

If you have trouble getting a wheel off, sometimes you can re¬ 
move it by taking a block and placing it against the shaft and hitting 
it with a heavy sledge while a couple of men are pulling downward 
on the wheel. Should you not be al)le to get it off in this way, you 
can take a wheel puller and remove the wheel. 

We do not put oil in the hub caps on the rear wheels. For when 
a car leaves the factory the front hub caps are generally packed with 
hard oil. I would advise you to remove the hard oil and fill with a 
non-fluid oil, for this oil will pass through the hub and oil your axle, 
while the hard oil will lay in the hub cap and your axle will become 
cut out by gum and grit. 

We have five different kinds of axles with which you will become 
acquainted. There is the live and the dead axle, the similar floating 
and the three-quarter floating and the full floating. The similar 
floating axle is different from the full floating or the three-quarter 
floating, and the live axle is different from the dead axle. ,The dead 
axle is one which does not revolve and it is a double chain drive. The 
rear wheels turn on the axles. The live axle is one which carries the 
weight of the car on the rear axle, the wheels being fastened to the 
axles and the bevel side gears are also keyed to the axles. If you were 
to take these axles apart you must take your rear axle out from under 
the car, take it all to pieces in order to do any work with your dif¬ 
ferential. If any axle were to break, you will find that the car 
would have to be supported by a skid of some kind, such as a pole 
placed under the rear axle. 

The similar floating axle is an axle which carries the weight of 
the car on bearings as well as the axle, but the wheels are fastened 
to the axles and also the axles are fastened to the differential. This 
axle is almost the same as the live axle. 

In the three-fourths floating axle, you will find that the weight 
of the car is carried upon the housing, but the wheels are fastened" to 
the axles and the shaft is fastened to the differential. The differential 
can be opened at the top, so that you can get in at the top to work on it. 

In the full floating axle, the weight of the car is carried on the 
housing and the axle has nothing to do except to drive the rear wheels. 
The rear wheels are fastened to the housing so that the axles can be 
pulled out from both sides by removing the hub cap, so that you could 


OF THE AUTOMOBILE 


73 


pull your car in with another car without any axles in it whatever. 
T his makes it a very easy matter to remove a broken axle by going to 
work and taking off the hub cap on the side of the one that is broken 
and pulling out the broken piece, removing the hub cap on the other 
side and push the other broken piece through. This way you can re¬ 
move the other broken piece and place back the axle on that side and 
get a new one, shoving it in place so that you will be ready to go 
inside of 15 minutes from the time you meet with the accident, pro¬ 
vided you have another one to replace it with. With the other axles 
it means from 3 to 5 hour’s work. 

This differential can be taken out of the housing without taking 
th.e housing a])art by removing a case at the top, l^y simply removing 
the shaft and lifting the differential straight out. 

SPUR GEAR DIFFERENTIAL 

The next illustration which I shall ex])lain to you is the Spur 
Cjear Differential, shown in Figure 0. This figure shows you the 
differential as you would be looking at it if you stood behind the 
illustration. Also, it shows you a side view of the six-spur gears. 

The two large gears A and !> are the gears that are fastened to 
tlie rear axles. The gear F halfs runs enmesh with the Gear B, and 



Fig. 6. 

SPUR GEAR DIFFERENTIAL 


the other half runs enmesh with the gear K. The other half of the 
gear E runs enmesh with the gear A. The same way with the other 
gears on this differential. 

Now, when the power is being thrown upon tlie differential, h 
shows a large sprocket called the master s])rocket, driven with a chain 
drive! When pulled ahead this will pull the pins that the gears E 
and F are on. This causes these gears to pass round with the sprocket 
gear. You will notice now that the gear E would try to turn ahead; 



































74 


THE USE AND ABUSE 


but if it did, Gear F would turn l)ack, and if this took place, j^'ear A 
would turn backwards while <>ear 11 turned ahead, which would be 
impossible. You will observe that it is just as easy to turn j^ear F 
ahead as it is to turn i^ear E ahead, so for this reason neither ^ear 
turns at all, but revolves round with the two jji'ears A and Ik d his 
causes these two gears to turn in the same direction that both large 
wheels turn as they are connected to the shaft and the shaft fastened 
to these two gears would turn straight ahead. 

Again, if we were to hold the wheel that is on the axle that is 
connected to the gear A and turn to the sprocket gear which would 
pull the case round with the pins fastened to it, you can see that the 
gear E would have to turn with gear .A, as w'e would be holding it. 
d'hen the gear 1^" would have to turn to the reverse, causing it to force 
gear 11 ahead of it. XYw you have the speed of the gear E with gear 
h, and have the speed of the s])rocket also. This would give you twice 
the speed on the gear 11 and your wheel would turn twice as fast, 
w hich it does in turning a corner. The same thing would take place 
if yon were to hold the gear 11. Then the gear V w^ould 'have to 
turn ahead, causing the gear h' to turn backwards, forcing gear A 
ahead of it, making gear A run twdcc as fast, which would cause the 
wdieel that is ('ui that side to run twice as fast, also. This would occur 
in making the swing the other way. 

This differential does not stand as much abuse as the bevel, for 
the sim])le reason you will find the gears E and F are enmesh and the 
whole strain lies between these teeth. Under hard strain you will 
find’ these teeth give aw-ay. At such times you will find that this 
differential stri])S out. This differential is the same as the other. It 
must he packed with hard oil, and when put into the housing it must 
l)e filled w ith non-fluid oil. 


OF THE AUTOMOBILE 


75 


FIRST AID IN ENGINE TROUBLE 

T'-iij^iiie firing irregularly may be caused by: 

(1) Broken down insulation on wires. 

(2) Carburetor not properly adjusted, causing poor mix. 

(3) Cracked spark plug. 

(4) A defective connection at some part of the circuit. 

(u) Gasoline feed partly choked. 

(0) Moisture on s])ark plugs or water in oil case. 

(7) Poor contact in timer. 

(8) Spark coil not ])roperly adjusted. 

(9) Terminals in coil may be loose or damaged. 

NOTE—Much irregular firing can be prevented by periodically 
cleaning the drain on the carburetor. (If gasoline tank has drain, 
clean it also.) 

The next preventive, however, for avoiding an accumulation of 
dirt in the gasoline system is through the use of No-Shammy Funnels. 

Engine emits hissing sound may be caused by: 

(1) Broken spark i)lug. 

(3) Cracked exhaust pipe. 

(8) Loose union where exhaust pil)e connects with muffler. 

(4) Open compression tap. 

Engine fires regularly, but is weak, may be caused by: 

(1) Com])ensating valve on carburetor not working. 

(2) Improper gas mixture. 

(3) Insufficient lul)rication. 

(4) IMor compression caused by loose plugs or valves. 

(5) Platinum contacts on coil may need cleaning. 

(6) Reduced lift on exhaust valve. 

(7) Silencer outlets may be stopped with mud or charred oil. 

(8) Vibrator on coil may need adjusting. 

(9) Weak spring on inlet valve. 

Explosions in silencer may be caused l)y: 

(1) Cylinder missing fire and pumping explosive charges into 

silencer, which ignite from heat of next exhausted 
charge. 

(2) Exhaust valve stuck or does not seat properly. 

(3) Gas. mixture too weak to fire in cylinder. 

(4) Inefficient spark. 

(5) Over-retarded spark. 

Knocking in the engine may be caused by: 

(1) Defective lubrication. 

(2) Fly wheel loose on shaft. 

(3) Loose cylinder on crank case, due to nuts slacking off. 

(4) Loose or worn bearings. 

(5) Pre-ignition, due to carbon deposit. 

(G) Spark too far advanced. 

(7) Too rich mixture. 


76 


THE USE AND ABUSE 


lixhanst pipe becomes red-hot, may be caused by : 

(1) Cloj^'ged silencer. 

(2) IJriving with exhaust throttled. 

(3) Driving with retarded spark. 

(4) Driving in low gear too much. 

Engine refuses to start, may be caused l)y: 

(1) Broken or jammed gears. 

(2) Dry cylinders. 

(3.) Battery plug not in position. 

(4) Fouled or cracked spark plug. 

(5) Gasoline shut off. 

(6) Improper gas mixture. 

(7) Improper ignition. 

(8) Inlet valve stuck. 

(9) Open battery switch. 

(10) Poor compression. 

(11) Water in cylinder caused by leak from water jacket 

(12) Water, in gasoline. 

Engine runs properly but car drags, may be caused by: 

(1) Clutch slipping. 

(2) Dry or worn clutch leathers—may need renewing. 

(3) Weak clutch springs. 

(4) Brakes not completely released. 

Engine stops suddenly, may be caused by: 

(1) Broken spark plug. 

(2) Disconnected electric circuit. 

(3) Loose terminal. 

(4) No gasoline. 

(5) Trembler on spark coil stuck. 

(6) Trouble at timer. 

(7) Broken wire. 

Gradual slowing up with misfiring may be caused by: 

(1) Carburetor may be choked up with dirt at jet. 

(2) Gasoline tank empty or air-bound. 

(3) Gasoline valve partly closed. 

(4) Fouled spark plugs, due to over or poor lubrication. 

Explosions in Carburetor or inlet pipe may be caused by. 

(1) Defective inlet valve spring. 

(2) Inlet valve not properly closing. 

(3) Leaking valves. 

(4) Lean gas mixture. 

(5) Spark too far retarded. 

(G) Valves incorrectly timed. 

.Squeaks and their probable causes may be caused by: 

(1) Brakes may be partly set. 

(2) Lack of i)roper lubrication at friction surface. 


OF THE AUTOMOBILE 


77 


Water in radiator lioiling^, causing over-heating may be caused by: 

(1) Clogged radiator tnbes. 

(2) Clogged silencer. 

(3) Defective pump. 

(4) Defective water circulation. 

(5) Fan not workdrig. 

TEMPERING SPRINGS 

Take two quarts of boiled linseed oil, have your p’.ece of steel red 
hot, not white heat, and dip piece of steel into the oil, take steel from 
the oil and hold it over the fire until oil catches fire on the spring, put 
back in the fire and warm enough so that it will burn again. Do this 
three times and you will be able to temper any ordinary spring. Cool 
in cold water. 


RULE FOR BRAZING 

First get one pint of l)razing compound, one ])Ound of granulated 
spelter, have your piece of iron red-hot and with a small ladle apply 
your brazing compound until it all melts and runs all around the work, 
then apply spelter until it thoroughly melts and runs into, keep turn¬ 
ing the work while it is in the fire, do not get it too hot or you 

Vvill burn the brass and kill its strength. 

CONDITIONS THAT AFFECT IGNITION INDEPENDENT 

OF BATTERIES 

When a gasoline motor misses explosions, nine times out of 
ten the operator assigns it to a weak battery, d'his is wrong, for there 
are a number of things that cause missing not the fault of the battery. 
Here are a few of them: 

If mixture is lean, or does not contain enough gasoline vapor, the 

engine will miss and show a lack of power and in most cases will 

cause popping or back firing in the carl)uretor. 

If mixture is over-rich with gasoline vapor, the engine will run 
poorly and show a lack of ])Ower. This is usually accompanied by an 
exhaust of black smoke and foul smell. 

Loose connections in wiring will cause missing. 

Be sure that connections on motor, cell, and battery are carefully 
and securely made. This is very important. 

Timers on some motors are so designated that poor contacts are 
caused as soon as the timer wears. Otliers are of sucb design that 
an accumulation of oil or dust prevents clean metallic contact. Either 
of these conditions will prevent regular running and cause missing. 

Cracked or leaky spark plugs cause missing. 

Leaky valves in engine cause irregular running and missing. 

Improper adjustment of spark coil may cause so severe a strain 
on the battery as to prevent its giving satisfactory service. It causes 
missing and prevents the engine from res])onding quickly to its 
throttre. Proper adjustment of coil will overcome this. 


78 


THE USE AND ABUSE 


SUGGESTIONS 

(I) Stop engine when you leave your car. Tliis will save bat¬ 
teries, and prevent busybodies from starting trouble. 

(2j Use plenty of speed wdien ascending bills. This prevents 
pounding as well as the trouble of cbanging clutch to low gear. If 
pounding should occur, change to low gear immediately. 

(8) When starting motor, see that clutch is out. You will save 
runaways by observing this. 

(4) I'ietard S])ark before cranking. 44ic engine may fire back 
and injure you. Jf you practice the left band starting method, back 
firing is less dangerous. 

(5) Cylinders should have a good supply of high quality oil. 
44iis will help prevent the motor from over-heating and burning the 
regular supply which wdll cause the piston rings to cut the cylinders, 

(()) Inferior grades of lubricating oil cause carbon deposits on 
piston head, on points of spark plugs, and on combustion chamber 
walls. This carbon on the spark plug may form a short circuit, which 
will interfere with ignition. If this deposit becomes too thick, it 
will hold sufficient heat from one explosion to another to cause pre¬ 
ignition. 

o 

(7) When the motor is primed, if it does not start after being 
turned over the compression three or four times, there is no use to 
continue cranking, something is wrong. 

(8) Throw off the battery switch when engine is not running. 
It will lengthen the life of the batteries. 

(9) Turn on battery switch before cranking engine. Remember 
this will save labor and bad temper. 

(10) Regular inspection of your engine will prevent much 
trouble and expense. 

(II) Throw out clutch at sharp curves and corners. It will 

prevent accidents and skidding, which wears tires. ’ 

(12) It is iTot good practice to turn down the lights of an acety¬ 
lene lamp. Better turn off gas and blow out flame instead of allowing 
it to die down. This keeps the small holes free from soot. 

(13) Well inflated tires have longest lives. Full tires present 
less wearing surface to the road, and there is less risk of cuts and 
punctures. 

(14) Back firing in a two-cycle engine is generally caused by 
lean gas mixture. 

(15) Carry a flashlight for working around an auto at night. 
It gives a brilliant light and is perfectly safe around inflammable or 
explosive materials. 

(I G) Never allow your motor to run .at its maximum speed when 
car is idle. This puts an unusual strain on many ])arts of the engine 
and causes unnecessary wear. 

ANTI-FREEZING SOLUTIONS FOR MOTOR COOLING 

SYSTEMS 

Mixing 20 per cent wood alcohol gives gravity of 97 and will 
freeze at 5 above, while same quantity of denatured alcohol will freeze 
at 16 above. 


OF THE AUTOMOBILE 


79 


USEFUL INFORMATION 

To Temper Steel Very Hard.—Water, 4 cpiarts; flour, 1 part; 
salt, 2 ])arts ; mixed to a paste. Jleat the steel until a eoatiiii^ adheres 
when dipped in the mixture, then heat to a cherry red and cool in 
cold soft water. The steel will come out white and very hard. 

To Temper Steel on One Edge Only.—Dip the edge to be tem¬ 
pered into hot lead until proper color, then temper in ordinary fashion. 

To Drill Hardened Steel.—Cover yonr steel with melted beeswax. 
When coated and cold, make a hole in the wax with a fine pointed 
needle or other article the size of the hole required, put a drop of 
strong nitric acid upon it; after an hour rinse off and apply again ; 
it will gradnallv eat through. 

A mixture of 1 ounce of sulphate of copper, W ounce of alum, ^2 
teaspoonful of powdered salt, 1 gill of vinegar, and 20 drops of nitric 
acid will make a hole in the steel that is too hard to cut or file easily. 

A small hole drilled at the end of a crack in sheet steel will stop 
it from growing longer. 

Acid Tests for Iron and Steel.—A simple acid test for iron and 
steel is made as follows: The sample to be tested should be filed 
smooth or polished. Then place it in dilute nitric or sulphuric acid 
for from 15 to 20 hours; then wash and dry sample. The best steel 
then has a frosty -appearance, ordinary steel has a honeycombed ap¬ 
pearance, and iron presents a fibrous structure in the direction in 
which it has been worked. 

Annealing Steel.—For small pieces of steel, take a piece of gas 
jn'pe, 2 or 5 inches in diameter, and put the pieces in it, first heating 
one end of the pipe and drawing it together leaving* the other end 
open to look into. When the pieces are of cherry red, cover the fire 
with saw dust, use a charcoal fire, and leave the steel in over night. 

In Turning Steel or Other Hard Metal.—Use a dip composed of 
petroleum, 2 parts, and turpentine, 1 part. This will insure easy 
cutting and perfect tools when otherwise the work would stop, owing 
to the breakage of tools from the severe strain. 

Tempering Recipes.—Rosin, 2 ll)s.; pitch, II lbs.; melt together 
and dip the hot steel into it. 

Salt, W cupful; saltpeter, ^ ounce; alum, pulverized, 1 tea- 
si)Oonful; soft water, 9 gallons. Never heat above a cherry red nor 
draw any temper. 

Ry melting together T gallon spermaceti oil, 21 lbs. tallow, and 
34 lb. wax, a mixture is obtained very convenient for tempering any 
kind of steel article of small size. Adding 1 lb. rosin makes it suit¬ 
able for larger articles. 

To Harden Gravers.—Heat in charcoal dust (not too hot) and 
plunge into a box of wet yellow .soap. Idiis renders the end of the 
graver very hard and very tough. 

Strong sal soda water or soapy water is much better than clean 


80 


THE USE AND ABUSE 


water to use where water cuts are ])ein^‘ taken, either on lathe or 
])laner. W hen cuttini>- l)rass, sweet milk is recommended as bein^ 
l)etter than either of the forej’oinj^. 

Permanent Whitewash.—Slake 3/2 bushel unslaked lime with 
boiling- water, keeping it covered during process; strain it, and add a 
])eck of salt dissolved in warm water, 3 lbs. ground rice boiled in hot 
water to a thin ])aste, ^ lb. powdered Spanish whiting, and a pound of 
clear glue, dissolved in warm water, mix well together and let stand 
for a few days. Wdien used ])ut it on as hot as ])ossil)le. 

Cure for Burns.—Slake a lump of quicklime in water, and as 
soon as the water is clear, mix with linseed oil and shake well; this will 
form a thick, creamy substance. Bottled it will keep for months. 

Use of Turpentine for Wounds.—The machinist often cuts or 
bruises his hand and by having a small bottle of turpentine handy he 
can at once bathe the injured part which will relieve the soreness and 
perha])S protect from blood poisoning. 

Case Hardening Mixture.—3 prussiate of potash, 1 sal-ammoniac.; 
or 1 i)russiate of ])otash, 2 sal-ammoniac, 2 bone dust. 

Automobile Horsepower.—The horse power of gasoline automo¬ 
biles adopted by the Association of Licensed Automobile Manufac¬ 
tures (A. L. A. Al.) is as follows: 

box X bore x number of cylinder. 

Horsepower- 

For example, an automobile has 0 cylinders, the bore of each of 
which is 5 inches. The horsepower of such a* car would be; 

5x5x6 

-60 H. P. 

^1/2 

To Solder Without Heat.—Brass filings, 2 ounces; steel filings, 2 
ounces; fluoric acid, ^4 ounce. Put the filings in the acid and apply 
the solution to the parts to be soldered, after thoroughly cleaning the 
parts in contact, then press together. Do not keep the fluoric acid in 
glass bottle, but in lead or earthen vessel. 

To Soften Steel.—Cover it with clay, heat to a cherry-red in a 
charcoal fire and let cool over night in the fire. 

To Soften Plard Cast Iron for Drilling.—Heat to a cherry-red, 
having it to lie level in the fire. Then with a pair of cold tongs put on 
a ])iece of sulphur a little less than the size of the hole to be drilled. 
This will soften the iron entirely through, providing it is not too thick. 

To Sharpen Reamers.—Use a stone on face and top of cutting 
edge, taking care to keep stone ])erfectly flat. 

To Sharpen Dull Files.—Immerse them in diluted sulphate acid 
until cuts are sufficiently deepened. 




OF THE AUTOMOBILE 


81 


LIST OF TOOLS 


1 blow torch. 

2 soldering irons, two sizes. 

1 set^of eight wrenches, to 1 inch. 

1 set' of carbon scrapers. 

3 screw drivers, three sizes. 

3 cold chisels, three sizes. 

3 punches, three sizes. 

1 set bearing scrapers, 

2 monkey wrenches, 8 and 10 inches. 

1 Billings wrench, 8-inch. 

2 lbs, solder. 

2 pints muriatic acid. 

1 8-lb. vise. 

1 volt meter. 

1 tire gauge. 

1 valve tap and die. 

International oil and Fidelity 


2 hammers, light and heavy. 

1 sledge hammer, 5 lbs. 

1 roll of tape, 

1-spool of copper wire. 

1 set auto cleve wrenches. 

1 breast drill, 

1 set drills. Vs to %. 

5 gals, transmission oil. 

5 gals, non-fluid oil. 

5 gals. International cylinder oil. 

5 gals. Fidelity oil, 

25 lbs. hard grease. 

1 ball asbestos wicking. 

1 ball lamp wicking. 

2 Trymo wrenches, 6 and 10-inch. 

oil mixed makes pan hard oil. 


EIGHT-CYLINDER CADILLAC 

The Cadillac Motor Car Co. is nsino- an eight-cylinder motor as 
its stock equipment, this marking the debut of this tyj^e of motor in 
the stock-car field in America. The motor is what has been known 
as the M-type developed some years ago by the DeDion llouton com¬ 
pany in France, and marketed since then by that company as stock 
models. The eight cylinders are arranged in two groups of four 
each, and these groups are mounted at 90 degrees to each other on 
the crankcase. 

Although an American eight-cylinder motor comes as a distinct 
innovation, the principle is not new, not even so far as the automobile 
industry is concerned, and if we turn to aviation we will find that 
this design of motor has been successfully used by one of the best 
known French makers. 

Naturally, the first question which will be asked is why the addi¬ 
tion of two cylinders will make such a justifiable difference in per¬ 
formance as compared with a six. In the eight there are eight power 
impulses during each complete cycle of two crankshaft revolutions ; 
that is, tliere is a power impulse every quarter turn of the crankshaft 
and thus there is no intermission between them, but rather an over¬ 
lapping so complete that the turning effort is ])ractically constant. 
In the six there is a power impulse every one-third revolution of the 
crankshaft, and though there is always a turning effort upon the 
crankshaft, it has more fluctuation due to the longer interval l)etween 
impulses. In the four-cylinder engine an impulse occurs every half 
revolution, and there are obviously periods in the cycle when there is 
no appreciable force exerted by any of the pistons. The flywheel is 
then called upon to carry the shaft over these power lapses. 

Due'to this continuous turning effort, the six-cylinder motor has 
rapidly come into prominence, and the eight has an even more uni¬ 
form torque. 

Of course, the sim])lest arrangement of eight cylinders would be 
all in line just as the six are arranged or the four. But this would 
be impracticable, due to the extreme length and also to the abnor¬ 
mally long crankshaft which would be necessitated, while the crank- 


82 


THE USE AND ABUSE 


I 


CADILLAC ElC.llT-CYLINDER V TYPE MOTOR 

This photographic reproduction shows the front end of 
the new Cadillac eight-cylinder motor, which the company 
will use in its new cars. There are two groups of cylinders, 
each a block casting of four cylinders, mounted at 90 de¬ 
grees to each other. The cylinders are 3J4-inch bore and 
5J/^-inch stroke. The piston displacement is 314 cubic inches; 
the horsepower rating is 31.25. In dynamometer tests the 
motor shows 70 horsepower at 2400 r.p.m. The crank-shaft 
is identical in design with that used in a four-cylinder car, 
and the camshaft carries the same number of cams as in 
a four-cylinder design. This new motor weighs approxi¬ 
mately 60 pounds less than the four-cylinder Cadillac engint 
used this year. There is but one carburetor used. 

I'Tont \’iew of King V-typc eight-cylinder motor with timing gear cover 
removed, showing silent chain-drive. Note mounting of ignition distributor 
in center; also compact, accessible design of motor. 







OF THE AUTOMOBILE 


83 


case for such an engine would be very heavy. To eliminate these dif¬ 
ficulties the cylinders are arranged in two sets of four opposite to 
each other at an angle f)f 90 degrees, the same angle as it would 
be necessary to set the two series of four crankshaft throws were the 
cylinders arranged all in line. This placing of the cylinders in sets at 
an angle of 90 degrees to each other gives the V form. 

Arranged in this way, the eight-cylinder motor is no longer than 
a four-cylinder one of ecjual bore. As compared with a six, it has 
about 30 per cent, less length, resulting in a shorter crankcase—a 
weight reduction factor. In addition, its crankshaft is of the same 
f(n*m as that of a four, the throws being all in one plane, whereas 
those of a six crankshaft are in three planes, it is a simpler manu 
lacturing job. Further, the shorter shaft is less given to periodic 
vibration, the camshaft is also shorter and less prone to whipping. 

Considering the weight of a six and an eight, the shorter crank¬ 
case, shorter crankshaft and camshaft, lighter reciprocating parts 
and flywheel give the latter a distinct advantage, considering that both 
engines have the same ])ower. In the Cadillac case, the new motor 
has proven to l^e fully GO pounds lighter than the four-cylinder en¬ 
gine formerlv used. Tliis is because it is shorter and has lighter 
reciju'ocating parts. 

Ilecause each set of cylinders may he cooled se])arately and due 
to the angle of the jackets there is no chance for any of the water to 
get into pockets, the cooling of a V-shaped eight is superior to that 
of a six or a four. Idle neutral tendency is for the water to flow 
ujiward through the jackets, h'urther, the water tends to rise to the 
hottest points of the jackets. 

Aside from the jiureh' mechanical advantages of the newset type 
of gasoline motor, the car owner is s])ecially interested to know 
just how tliese above-mentioned advantages affect the working of the 
car so far as the actual driving of it is concerned. It is only natural 
for the average man to say to himself that jierhaps the eight is theo¬ 
retically superior to the six, hut that when it comes to actual road 
work there is jirohahly littlC' difference. 


ON THE ROAD 


The writer must admit that jirior to some actual road work with 
the new Cadillac he was somewhat inclined to he in the skejitical divi¬ 
sion and questioned the ajipreciahle advantage of tacking on two extra 
cylinders. A GO-mile rim over rolling country where hills abounded, 
some quite steep, resulted in complete conversion to the eight and 
great surprise at its performance, however. 

Gearshifting proved to he almost an unnecessary operation, speeds 
anvwhere froin 2^/0 to 55 or GO miles an hour being attainable on 
high gear. The quick acceleration from slow running to ])assenger 
train travel with no a])parent effort whatever was truly remarkable. 
Had stretches of road, turn outs for slow-moving vehicles and other 
traffic obstructions very rarely made it necessary to drop into second 
gear. Nor was this high gear driving done with any effort; the car 
controlled with the throttle alone just as if it were an electric respond¬ 
ing to a current control lever, d'here was an undeniable feeling of 


84 


THE USE AND ABUSE 



REAR VIEW CADILLAC MOTOR, SHOWING DELCO UNIT IN V 

CYLINDERS. 

The angular space between the two groups of cylinders affords ample 
space for the fan and tire pump in front, the carburetor near the middle 
and the Delco unit at the rear. There is a separate exhaust pipe for each 
cylinder group, the flanged ends on these pipes being shown. This illus¬ 
tration shows the compact gearbox, a unit with the motor. For next 
year a multiple-disk, dry-plate clutch is used, composed of fifteen high- 
carbon steel plates 7.75 inches in diameter. The set of plates driven by 
the flywheel are faced with wire-mesh asbestos. 










OF THE AUTOMOBILE 


85 


security in driving' the car, for the idea of killing' the motor does not 
enter your mind the reserve power is so great. 

S. A. E. HORSEPOWER 31.25 

Considering* the Cadillac, motor in detail, one is struck with the 
high speed, high efficiency machine which has been produced almost 
without precedent or previous experience with this type. The two 
sets of four cylinders are each block cast and present much the same 
general appearance as any other block of four. The bore is 3]/^ 
inches and the stroke 5% inches, giving a total piston displacement 
of 314 cubic inches. The S. A. E. formula, which is really not ap¬ 
plicable to this motor, gives it a rating of 31.25 horsepower. On dyna¬ 
mo meter tests it has developed 70 horsepower at 2,400 revolutions per 
minute. 


CONNECTING RODS IN PAIRS 

The blocks of cylinders holt to the copper-alloy aluminum crank¬ 
case which is common to both and which is split horizontally into 
upper and lower sections, the lower portion being the oil base. The 
upper half carries the crankshaft which has three main bearings. Both 
sets of connecting-rods connect to this shaft, one throw l)earing taking 
care of a pair of rod ends, in opposite cylinders. In order for both 
to fasten to the same bushing, one rod has a yoked end, the other rod 
end fitting within the yoke arms. Two caps are thus recjuired for 
the yoke rod, one for each arm of the yoke. These fit around the 
outer part of the bushing, grip])ing it rigidly, due to the cap bolts and 
in addition pins go through the rod into the bushing so as to insure 
the two moving together. The other rod fits around the bushing 
within the yoke and is free to turn on the bushing. Thus in opera¬ 
tion the bearing for the yoke-end rod is the inner surface of the bush¬ 
ing against the shaft, while that of the other rod is the other surface 
of the bushingo These bearings have babbitt linings in reinforced 
phosphor bronze shells. Thus there are four connecting-rod hear¬ 
ings on the crankshaft just as a four-cylinder motor would have. The 
length of the crankshaft to the outer ends of the end bearings is 26 1-16 
inches. 

Directly above the crankshaft is the single camshaft with eight 
cams, one operating two op])osite inlet valves or two exhausts as the 
case may be. The cam assembly is on the underside of a plate which 
l)olts to the top of the crankcase between the two blocks of cylinders. 
Pivoted to this plate also are the small arms which are inter])osed be¬ 
tween the ends of the push rods and the cams so that the lift will be 
straight uj^ward instead of having a side thrust component. The cam¬ 
shaft has five l)earings. 

Verticallv in line above the camshaft and crankshaft is the gen- 
erator shaft which drives the fan and the combined motor-generator 
mounted on top of the camshaft i)late and between the cylinder blocks, 
an‘d also carries a gear which may be meshed with that of the tire 
pump carried at the forward end of the motor. 

Both camshaft and generator shaft are driven by silent chains 
completely housed at the front end. 41ie camshaft carries two 


86 


THE USE AND ABUSE 


sprockets, the outer carrying the chain running down to tlie crank¬ 
shaft sprocket and the inner driviip^' the chain which passes around 
the generator shaft sprocket a1)ove. 

At the front of the enmne and below the crankshaft is a trans- 
verse shaft driven from the crankshaft by spiral gears. A centrifugal 
vcater pump is located on either end of this shaft, one taking care of 
each block of cylinders. 

LIGHT WEIGHT PARTS 

In order to secure the accurate balance necessary to a high speed 
motor of this type so that it will be practically free from vibration, the 
pistons and connecting-rods are machined to very close limits. Uni¬ 
formity of weight is important. Remarkable lightness of these parts 
has been attained due to the use of a special alloy steel for the rods 
\vhich has great strength with extreme lightness, and also to the spe¬ 
cial form of the cast iron pistons, each of which has three ring grooves 
with three thin steel rings per groove. The wrist pins are fixed in 
the connecting-rods and oscillate in the pistons. They are constructed 
of chrome nickel steel tubing, case hardened and ^ inch in diameter. 

As another indication of the refinement to which this motor has 
been subjected, the inlet valves are of tulip shape so as to facilitate 
the intake of the gas, while the exhausts are of the flat type and of 
tungsten steel. 


ORDER OF FIRING 


In firing, the order alternates from one side to the other, so that 
there is a power im])ulse first from a cylinder on one side followed 
by an im])ulse from a cylinder on the opposite side. The order of 
firing is indicated below: , 

Front 
()X — X I 
4X —X7 
8 X — X:i 
2 X — xr) 

Rear 


That is, No. 1 cylinder on the right fires first, then No. 4 on the 
left. No. 13 right. No. 2 left, and so on. As to the timing, the inlet 
valves open at top dead center and close 45 degrees after bottom 
dead center, while the exhausts open 45 degrees before bottom dead 
center and close at top dead center. 

The Cadillac single-jet carburetor, specially adapted to this type 
of motor, is used. It occui)ies a position midway of the engine 
and between the cylinder blocks. A form of U manifold runs from 
it to the two cylinder blocks, the distribution to the various cylinders 
being done within the casting. 

/\n entirely new feature to automobiles is the ap])lication of 
thermostatic control to the temperature of the cooling water, so that, 
in running, this water is maintained at nearly a constant tem])erature! 
In princi])le this thermostatic regulation is the same as the form used 
in connection with the heating systems of houses. 


OF THE AUTOMOBILE 


87 


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88 


THE USE AND ABUSE 


THERMOSTATIC CONTROL 

Jn the the Cadillac a])t)licati()n, thcFC is interposed in the water 
pump line for each set of cylinders a thermostat which is simply a 
small coiled co])per tnhe containing a liquid which expands or con¬ 
tracts in accordance with the temperature, thus slightly lengthening or 
contracting, its total movement being 1/4 inch. This thermostat is 
in connection with a valve so that when it expands, it raises the 
valve from its seat, this valve controlling the flow of water to the 
radiator from the pump. A by-pass connects with the water jacket of 
the carburetor, and when the engine is started, the water is naturally 
cold. Therefore, the thermostat is contracted and its valve on its 
seat. Thus the radiator water is shut off, the circulation being simply 
through the water jackets of the cylinders, through the by-pass to 
the carburetor jacket and thence back to the cylinders. 

There is thus only a small part of the water circulating, and 
when this heats up, the thermostat begins to expand and lift its valve 
from its seat, letting the radiator supply flow into the system. This 
action continues back and forth so that the water temperature is nearly 
constant. 


Croii-sectlon of Cadillac eig-ht-cylinder motor with the cylinders mounted in two 
gToupi of four cylinders each at an angfle of 90 degrees. The single camshaft is located 
directly above the crankshaft, and the means whereby one cam operates the two intake 
valves for the opposite cylinders is shown. Note the tulip-shaped intake valves, this 
design of head giving a free flow of inrushing gases ’ 







OF THE AUTOMOBILE 


89 


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90 


THE USE AND ABUSE 


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OF THE AUTOMOBILE 


THE KING EIGHT 



Front View of King- V-type eight-cylinder motor with tim¬ 
ing gear cover removed, showing silent chain-drive. Note 
mounting of ignition distributor in center; also compact, acces¬ 
sible design of motor. 







92 


THE USE AND ABUSE 


POWER PLANT VERY SHORT 

Coin])actness is also to be noted, for the i)ower plant unit is really 
practically the same length over-all as the fonr-cylinder King en¬ 
gine. In fact, for test purposes, one of these eights has been installed 
in a standard four-cylinder chassis without making any changes save 
the removing of the four-cylinder power plant. As a result of this 
compactness and lightness of parts, the engine is said to weigh ap¬ 
proximately the same as the four. Of course, they are smaller cylin¬ 
ders, the four-cylinder motor having a bore of 3 15-16 inches. 

In the general motor design, the aluminum crankcase is common 
to both blocks of cylinders, the upper half carrying the crankshaft, 
and the lower part forming the oil pan. The removal of this pan gives 
access to the bearings just as in any two-part crankcase design. 

YOKE-END RODS USED 

The crankshaft is a simple three-bearing type with the throws all 
in one plane; in fact, it is in the crankshaft that an eight of the V- 
type has a distinct advantage over a six. By coupling two connecting- 
rods to each throw bearing, it is possible to use a shaft exactly similar 
in form to that required for a four. In order to fasten the connecting- 
rods of each opposing pair of cylinders to the same bearing, one rod 
has a yoke end, and the other rod is made with a small end which 
goes between the arms of the yoke. Each of these arms is provided 
with its cap to go around the bushing. Pins fasten the rod to the 
bushing so that it oscillates with the rod on the shaft bearing. The 
small-end connecting-rod is free to move on the bushing, its bearing 
therefore being the outer surface of that portion of the bushing be¬ 
tween the arms of the yoke. Both the main bearings and the con¬ 
necting-rod bearings are babbitt-lined bronze. All have a diameter of 
1 11-16 inch with the following lengths: front main, 3 inches; center 
main, 13-4 inch; rear main, 4 inches; connecting-rods, 2 3-4 inches. 

ACCESS TO CAMSHAFT 

The camshaft is mounted on three bearings vertically above the 
crankshaft. Its bearings are in the crankcase, and a plate bolting to 
the top of the crankcase between the two cylinder blocks gives access 
to the cam assembly. Like the crankshaft, the camshaft is the same 
type as would be used in a four-cylinder motor, having eight cams, 
each of which operates two opposite inlet valves or two exhausts. 
Pivoted to the crankcase are small rocker arms which go between 
the valve tappets and the cams. These are necessary so that the valve 
lift will be straight upward on the valves, the rockers through their 
small rollers bearing against the cams, taking the side thrust. The 
front camshaft bearing is phosphor bronze, measuring 1 inch diameter 
by 3% inches length. The center and rear bearings are of babbitt and 
their dimensions are respectively 111-16 by \% inch, and 1 by 21/0 
inches. 

Valves are conventional bevel-seated types, 1^ inches diameter 
and 15-32 inch lift. With a motor of this kind where each cam does 
double duty in operating two valves, there is only one practicable 


OF THE AUTOMOBILE 


93 



Part sectional view of King eight-cylinder motor. The two rear cylinders on the left 
side have been cut away entirely to show the camshaft in the center of the engine, and also 
the crankshaft and connecting-rods of the corresponding cylinders on the right. The two front 
cylinders are removed to show the mounting of the ignition distributor, the carburetor, etc., 
between the cylinder blocks. 

















94 


THE USE AND ABUSE 


timing, in which the inlets open at top dead center and close 45 de¬ 
grees past bottom dead center, and the exhausts open 45 degrees be¬ 
fore bottom center and close at top center. Intake and exhaust valves 
are interchangeable. 

The camshaft is driven by a I^ink-llelt silent chain which in 
addition to working over sprockets on camshaft and crankshaft is 
carried over a small third sprocket to the right of the two main ones. 
This serves two purposes: first, for driving the pressure oil pump, 
and second, to give a means of adjusting the chain. The latter is 
accomplished by moving the small sprocket slightly to the right so 
as to increase the distance from the centers of this sprocket and the 
two main sprockets. 

Back of the sprocket driving the camshaft and oil pump, the crank¬ 
shaft carries another sprocket over which another chain runs to the 
left to the generator sprocket. The position of the generator may also 
be shifted slightly to take care of wear on this chain. On the cam¬ 
shaft and back of its sprocket there is a spiral gear meshing with a 
smaller gear which drives the ignition distributor shaft that is directly 
in line above both camshaft and crankshaft. As the distributor pro])er 
is vertical, a worm-and-gear mechanism transmits the horizontal drive 
into vertical. On the end of the horizontal drive-shaft is a dog clutch 
which may be shifted to engage the single-cylinder tire pumj) on the 
top plate of the crankcase between the cylinder blocks. Chains and 
distributor driving gears are all completely housed by an aluminum 
plate, and they run in oil. 

The carburetor is a specially designed type having two openings, 
one connecting directly to the straight horizontal intake tube running 
to the single opening in each cylinder block. Distribution to the sev¬ 
eral ports is effected within the casting. The carburetor is fitted with 
a hot-air pipe, and gets its fuel from a tank carried at the rear of the 
chassis. 


THE FIRING ORDER 

The ignition distributor takes its current from the storage bat¬ 
tery, and has hand and automatic control. In firing, the order alter¬ 
nates from one side of the engine to the other so that impulses will 
balance and an even turning effort result. Calling the first cylinder 
on the right No. 1, the second on the right No. 2, and so on, and con¬ 
sidering the first on the left as No. 5, the firing order is 1, 8, 4, (1, 
4, 5, 2, 7. ^ ^ 

The motor is lubricated by pressure feed by means of the chain- 
driven pump which is of the gear ty])e and lifts oil from the oil base 
up through a horizontal supply tube dying along the inside of the 
crankcase, this delivering oil directly to each of the three main crank¬ 
shaft bearings, from which it is forced through the holes drilled in 
the crankarms to the connecting-rod bearings. The center main bear¬ 
ing in this way delivers oil to rod bearings Nos. 2 and 4, while the 
front cares for No. 1 and the rear for No. 4. The oil thrown off by 
the crank bearings lubricates the cylinders and the camshaft bearings. 

Therm()-sy])hon cooling is used, ddiere are sei)arate outlets and 
inlets fnuu each cylinder block to the cellular radiator, which is aided 
in its work by a Id-inch fan. Free circulation is furthered by the ^ 


OF THE AUTOMOBILE 


95 


inch water space in the jackets. The absence of water pumps is a 
factor in securing simplicity. 

The electric cranking and lighting system, of Ward Leonard 
make, is a 6-volt two-unit type with the generator attached to the 
outer left side of the crankcase and driven at twice crankshaft speed 
by a silent chain. The cranking unit is on the right side of the crank¬ 
case next to the flywheel to which it connects in the usual way. 
There is no intermediate gear, the starter pinion meshing directly 
with the flywheel teeth. The ratio is 10.5 to 1 ; that is, the electric 
motor runs at ten and one-half times the velocity of the crankshaft. 

In connection with the system a Willard 80 ampere-hour battery 
is placed under the right front seat, where it is readily accessible. 
The system operates on 6 volts. 

Nothing new to King design appears in the chassis and drive 
system. Clutch and gearset are in unit with the motor, a bell-housing 
bolting to the flywheel housing by flange construction inclosing the 
mechanism compactly. The clutch, a multiple-disc type running in 
oil, has bronze plates against cork-inserted steel ones. The gearset 
is a conventional three-speed, selective type with its shaft carried on 
roller bearings. It has center control levers. 

FLOATING AXLE DETAILS 

The drive shaft is fitted with a universal at its front end, and 
back of it centers a compactly designed torsion tube which is in unit 
with the pressed steel housing of the floating axle. This has a large 
cover plate at the rear to give access to the differential and driving 
gears. Ball bearings are used throughout the axle. 

The braking system is of the usual external contracting service 
and internal expanding emergency type acting on rear drums, which 
are 14 inches in diameter by 2 inches wide. The brake operating 
rods are a part of the axle unit. 

In this new car, the cantilever form of rear springs is still ad¬ 
hered to, the King company having used them since it brought out 
its first car some years ago. They have a trunnion mounting to the 
frame rail a little forward of the center of length, shackle at the rear 
to the axle housing, and at the front to the frame. 

The frame is a bottle-neck design which is light and strong. 
Three cross-members in addition to the bracing given by the motor 
make it rigid. There is a slight kick-up at the rear to clear the axle. 


96 


THE USE AND ABUSE 


GENERAL ELECTRIC. 

For our purposes, Electricity is a form of force which can be con¬ 
ducted through wires, the same as water under pressure can be con¬ 
ducted through pipes. 

This force. Electricity, when conducted through wires wound 
around iron and steel parts, makes electro-magnets of these ])arts, 
and these electro-magnets, of course, are capable of doing work. These 
electro-magnets will either pull towards them or push from them, 
other iron or steel parts, depending on the connections the machine 
provides for and by this attraction and repulsion, rotating or recipro¬ 
cating movement can be obtained. 

Therefore, in general, all electric motors and generators are alike. 
They are in reality only electro-magnets attracting or repelling pieces 
of iron and steel, which, for the purpose of proper connections, have 
windings thereon, brushes bearing on a disc, or commutator, con¬ 
nected to these windings, to carry the electric current TO or FROM 
these windings. 

If electric current is carried TO the windings, it must come from 
some source of supply; in this case an electric storage battery; and the 
device utilizing this electric current immediately become an ELEC¬ 
TRIC MOTOR, because, by the supply of electric current to the wind¬ 
ings, the magnetic force which is developed acts on the other magnetic 
parts of the machine in such a way that this part, the armature, will 
rotate with sufficient torque, or twisting force, and speed, to crank an 
automobile engine for instance. It may be necessary to increase this 
power by putting gearing between the motor and the crank shaft, 
but that is merely a mechanical detail. 

Thus electrical energy is converted to mechanical energy, or work. 

On the other hand, electric current may be carried FROM the 
windings, because the process described above is reversible. , In other 
words, mechanical energy can be converted to electrical energy. 

These same iron and steel parts with the windings around them, 
which comprise electro-magnets in close proximity to each other, 
will, if moved across each other by external power, induce electric 
currents in the windings, these currents being lead away through 
the commutator and brushes. This method of producing or gen¬ 
erating, electric currents is alike in all generators. 

A practical understanding of electricity is best obtained by con¬ 
sidering it as a form of energy, and to look upon a circuit as a means 
for transmitting this energy from one point to another. To make 
this point clearly understood, several mechanical comparisons will 1)e 
given. 

In the first case, suppose two i)ulleys are placed a short distance 
apart, and it is desired to drive one from the other. (See Fig. 1.) Tlie 
usual way of accomplishing this is to ])lace a belt upon the two pulleys. 
Then when the pulley “A” is caused to rotate, the pulley “B will 
be driven by the belt as it passes from A to B on one side and re¬ 
turns on the other. 

Another illustration is that of a system in which water is the 
medium utilized to transmit the energy from one point to another. 
(See Fig. 2.) “A” is a rotating pump, C and I), the pipes, and B, 

a water motor. This whole system is filled with water. When the 


OF THE AUTOMOBILE 


97 


pump A is caused to rotate, water will be forced through-the pipe C, 
through the water motor B, causing it to rotate, and return to the 
pump through the pipe D. In this case the water serves the same 
purpose as the belt in the first illustration, and by its circulation 
or flow, carries the power from the pump to the water motor. 


A 


B 


Fig. 1. 




Figure 3 illustrates a method of transmitting energy electrically. 
A represents a generating machine, C and D the wires, and B the elec¬ 
tric motor. When the generator is caused to rotate, it causes a 
current of electricity to flow from the generator, through the wire C, 
through the motor B and return to the generator through the wire D. 
In this case the electric current acts the same as the l)elt and the 
water in the two former illustrations, transmitting the energy from 
the generator to the motor. 

In each of the above cases, the energy transmitted must be sup¬ 
plied from some outside source, such as a steam or gas engine. In 


c 



Fig. 2 


Other words, an electric current may be considered as a flexible 
belt capable of carrying power from one point to another. 

It will be noticed that a close relation exists 1)etween the methods 
of transmitting power by water and electricity. The pump corre¬ 
sponds to the generator, the pipes to the wires, the water motor 


































98 


THE USE AND ABUSE 


to the electric motor, and the water to the electricity. '\ herefore, if 
the relations j^overninj^^ the transmission of energy by means of 
water are understood, it will be easy to understand the relations 
which exist in the electric system. 

In Fig. 2 the pipe through which the water flows from the pump 
may be considered as the positive pipe, while the return pipe may be 
considered as the negative pipe. The same may be said of the wires 
connecting the generator and the motor in Fig. 8. The terms posi¬ 
tive and negative do not mean that the respective wires carry different 
kinds of electricity or water, but only indicate the direction of flow. 
The positive wire is considered as the {)ath of the current from the 
generator and the negative wire is the path of the current returning 
to the generator. 

In mechanics there are two ways of transmitting power from 
one point to another. First, where the parts of the machine travel 


c 



Fig. 3 


continuously in one direction, as a belt or train of gears, and, second, 
where the parts have a reciprocating or backward and forward move¬ 
ment, as the piston of a steam engine and its connecting rod. Like¬ 
wise, there are two ways of transmitting ])ower electrically: First, 
where the current flows continuously in one direction, and, second, 
where the current moves back and forth. The first is called direct 
current, while the second is called alternating current. 

To make this exjdanation better understood, reference is made 
to Figs. 4 and 5. 

Fig. 4 is a reproduction of Fig. 2, and shows the method of trans¬ 
mitting ])Ower by means of a continuous or direct flow of water. In 
Fig. T), A rei)resents a reci])rocating pump which is connected by the 
])ipe I> to the cylinder C in which is mounted a piston similar to 
the one in the pump A. If the system is filled with water it is obvious 
that if the piston in the pump A is caused to move back and forth, 
a similar movement will be imparted to ihe piston in the cylinder 

































OF THE AUTOMOBILE 


99 


C through the medium of the water in the pipe B. This is trans¬ 
mitting power by means of an alternating current of water. 

In Fig 5 if the piston in the cylinder A is started at the extreme 
end of the cylinder, and the crank D to which it is connected is made 
to rotate one complete revolution, the water will flow first in one 


D 



direction and then in the other, during each half revolution of the 
crank. This movement of the water first in one direction and then in 
another, is called a cycle, while the movement in one direction, or that 
caused by a half revolution of the crank, is called a half cycle or an 
alteration. In this case a cycle is two alterations. 

In the commercial transmission of power by means of electricity 
there are several numbers of cycles in use. These are reckoned in so 
many cycles per second, as for example, we speak of 30-cycle or 60- 
cycle current, this means 30 or 60 cycles per second. This is known 



as the frequency of the current. In some cases the frequency is speci¬ 
fied as so many alterations per minute. As shown above, a cycle 
is equivalent to two alterations; therefore, 60 cycles per second would 
represent 120 alterations per second, or 7,200 alterations per minute. 

It has been the purpose of the foregoing statements to make clear 
the following points: 

1. That electricity is not power in itself. 

2. That it acts only as a means for transmitting power, in the 
same manner as a belt, transmitting power from one point to another. 










































100 


THE USE AND ABUSE 


I'or instance, the power necessary to drive a street car is furnished 
by the boilers and the engine at the power house, and the act of turn¬ 
ing the current on in the car is just the same as gripping the car fast 
to the cable in the old-fashioned cable system. In either case the 
engine does not pull the car until it is coupled to it. In the cable 
system the power is transmitted through the town by means of a 
steel cable running underground over suitable pulleys, while in the 
electric system, the power is transmitted through the town by means 
of an electric current flowing through the wires. 

Two things govern the amount of power which can be trans¬ 
mitted by the water system of Fig. 2; First, the pressure with which 
the water is forced through the pipes, and, second, the size of the 
nozzle at the motor. The size of the nozzle governs nothing more 
than the amount of water which will flow through this hole in a given 



time; the smaller the hole, the less would be the amount of water 
which would flow through. In other words, the two things which 
govern the amount of power transmitted by this water system are, 
first, the pressure, and, second, the amount of water which flows. 

This principle is used in figuring the amount of power which can 
be obtained from a water fall. If the water fall is not very high, a 
large quantity of water would be required to furnish a given amount 
of power; if, on the other hand, the fall is extremely high, the same 
amount of power could be obtained from a small amount of water, 
because the pressure or head, as it is termed, would be much greater 
in the second case than in the first. To transmit the same amount 
of power, if the pressure is increased, then the amount of water flow¬ 
ing must be decreased, and vice versa. 

To make the above clear, Fig. 6 is given, in which A represents 
a pump, and R a motor. At G is shown what might be called a pres¬ 
sure meter, which is connected to C and D. The meter consists of a 
















































OF THE AUTOMOBILE 


101 


cylinder with a piston ; behind this piston is a spring. When the pump 
is standing still, the pointer of the meter would stand at zero. If the 
pump is turned, it will cause the pressure in the pipe C to rise. 
This would ])ress down the piston of the meter G and move the hand 
over the dial, thus indicating the difference in pressure between the 
two pipes. This pressure does not indicate the amount of power, 
as the valve at E may he closed. If the valve is opened, and the 
water is allowed to flow through, the motor will turn. At F is placed 
a meter like the ordinary house meter, and measures the amount of 
water which flows through the pipe. 

In this way the amount of power which is transmitted by this 
system can be determined. Both the pressure and the amount of water 
flowing must be known. Suppose the water motor is used to drive 
a small fan and it requires a pressure of 10 pounds, as indicated on 
the meter G, and a gallon of water per second flowing through the 


F 



meter II, Now, if the pressure be raised to 20 pounds, a smaller 
nozzle can be used on the water motor; in this case, the pressure 
has been doubled and therefore the quantity of water which is needed 
to run the motor would be only one-half as much. The meter II 
would show only one-half the number of gallons per minute. If, 
however, the pressure was reduced to 5 pounds, the amount of water 
flowing through the motor would have to be increased to double that 
which is required for 10 pounds pressure. 

In Fig. 7 is given an illustration of an electrical system of trans¬ 
mitting power. This system consists of a generator, a motor and two 
meters, the functions of which will be explained hereinafter. The 
amount of power which is transmitted in the water system depends, 
first, on the pressure, and, second, on the rate at which the water is 
flowing. Now the same two things govern the amount of power 
transmitted by electricity—that is, first, the electric pressure which 
is driving the current through the circuit, and, second, the rate at 











































102 


THE USE AND ABUSE 


which the current is flowing. At G is a meter corresponding to the 
pressure gauge in the water system. If the circuit at E w'as open, and 
the generator turned, this pressure meter would show the difference 
in the electrical pressure between the two pipes. The motor will 
not run, however, until the switch is closed, but just as soon as this 
is done, the current will begin to flow and thus operate the motor. In 
our water system, the rate of flow was measured with a meter at F 
In the electrical system (Fig. 7), the rate at which the current is 
flowing is measured by a similar electric meter at F. 

The pressure between the electric wires is measured in volts. A 
volt is nothing more than the unit of electric pressure. The rate at 
which the water flowed in the w^ater system was measured in gallons, 
while the rate at which the electricity flows in the electrical system 
is measured in amperes. Therefore, an ampere is the unit indicating 
the rate at which the current is flowing. 

The things that are true in the water system, are true in elec¬ 
tricity. That is, if the voltage or electrical pressure is increased, the 
current can be decreased to furnish a given amount of power. To 
illustrate. If a motor delivering 5 horsepower requires 40 amperes 
at 100 volts, then to furnish the same amount of power at 200 volts 
would require only 20 amperes, but if the voltage were dropped to 50, 
then it would require 80 amperes. The advantage of using as high a 
voltage as possible can be readily understood. When a high voltage 
is used, a corresponding smaller amount of current is needed, and 
consequently, smaller wires can be used. If we were transmitting 
power for 10 miles, it would be advantageous to make the wires 
small because the cost of copper wires is quite considerable. Now, 
if by increasing the voltage of the system, we can reduce the amount 
of copper to one-half or one-fourth that of a lower voltage system, 
the advantage can at once be seen. 

In the foregoing chapter the following points have been explained: 

1. That pressure and the rate at which the water and the current 
flow are the two things which govern the transmission of power by 
water and by electricity. 

2. That pressure in the water system is measured in pounds and 
in electricity is measured in volts. 

3. That the rate of flow in the water system is measured in 
gallons per second, and in electricity is measured in amperes. 

4. That the same laws which govern the transmission of power 
by water, govern the transmission of power by electricity. 

5. If we increase the voltage of a system, we can decrease the 
current required in the same proportion. 

It has been explained that the two important elements which 
enter into the transmission of power by water and electricity are 
pressure and the rate of flow. The same thing is true in the trans¬ 
mission of power by mechanical means, only in place of the 
words “pressure” and the “rate of flow,” the words “force” and “rate 
of movement” are used. When the pressure on the water pipe forced 
the water or moved the water through the nozzle, work was being 
done, because the water motor was turning. Whenever a force moves 
something, work is done, but as long as force is not moving anything, 
no work is done. To illustrate this, suppose a weight of ten pounds 


OF THE AUTOMOBILE 


103 


is placed on a table. The weight would exert a force of ten pounds 
upon the table yet it could not move, and, therefore, no work could 
be done. If this weight is attached to the string of a clock it will move 
down slowly and in so doing drive the mechanism of the clock. It will 
give out as much work in moving down to the floor as was stored up 
in it when it was placed on the table. In this case, the weight acts 
as a storage for work. When we wind the weight of a clock, we 
simply store up the energy in the weights. The power to run the 
clock is furnished by the person who winds it. 

Now how is this power measured? In measuring anything, it is 
always necessary to have a unit. In measuring lengths, the foot is the 
unit; in measuring weights, the pound is the unit. A piece is so 
many feet long, or an article weighs so many pounds. In measuring 
power, the unit is the amount of work done in raising a weight of one 
pound one foot, and is called a foot-pound. Suppose a weight of 10 
pounds w^as raised 3 feet. How much work would be done? If 10 
pounds had been raised one foot, we would have done 10 foot-pounds 
of work, and in raising it three feet, 3 times 10, or 30 foot-pounds of 
work would have been done. All that is necessary to get the amount 
of work done is to multiply the weight of force, expressed in pounds, 
by the distance moved, expressed in feet. 

There is a distinction between the words “WORK” and 
“POWER.” The word “work” means that a certain weight or force 
has been moved a certain distance; that is, 1,000 pounds moved 10 
feet would be 10,000 foot-pounds. The word “power” means that 
a certain amount of work has been done in a given time. In other 
words, power means how fast, or the rate at which work is done! 
that is, if 1,000 pounds are raised 10 feet in two seconds, just twice 
as much power would be required if it was raised in one second, be¬ 
cause the work is done just twice as fast. 

The meaning of the word horsepower can now be explained. A 
horsepower is the doing of 350 foot-pounds of work in a second; that 
is, if a weight of 550 pounds is raised one foot in a second, it represents 
a horsepower; of, if a weight of one pound be raised 550 feet in a 
second, it represents a horsepower; in other words, whenever the 
weight raised multiplied by the distance moved is equal to 550, and 
this work is done in a second, it requires a horsepower to do it. 
Suppose a weight of 1,100 pounds is raised 10 feet in a second; how 
many horsepower are required? Now, 1,100 multiplied by 10 equal 
11,000 foot-pounds of work, and this is done in a second. How many 
horsepower does this represent? A horsepower is 550 foot-pounds 
of work per second, and 11,000 foot-pounds would be equal to 11,000 
divided by 550, or 20 horsepower. If this had been done in two sec¬ 
onds, only one-half the number of foot-pounds would have been done 
per second, or 5,500, and this divided by 550 is equal to 10 horsepower. 
This conclusion can then be drawn—the faster the work is done the 
more horsepower is required. 

It was shown that the force multiplied by the rate at which it 
moves, is power. The same thing is true in electricity; force in volts 
multiplied by the rate of flow in amperes, is equal to power. Suppose 
in Fig. 5, our volt-meter shows 100 volts and the ammeter shows 10 
amperes. These two multiplied together would be 100 times 10, or 


104 


THE USE AND ABUSE 


1,000. It can he called volt-anipers just as our other is called foot¬ 
pounds, hut' we have another name for it, which is “watts.” This 
word-unit you will recognize, being named after James Watt, the 
inventor of the steam engine. 

There is another term which is used very much, and that is 
“kilowatt,” which is 1,000 watts. Kilo means thousand; therefore, if 
we say two kilowatts, we mean two thousand watts. 

The relation between watts and horsepower is this: 746 watts 
are equal to one horsepower. For all practical purposes, a horsepower 
equals 750 watts; then 1,000 watts, or a kilowatt, equals one and 
one-third horsepower, and a horsepower is three-fourths of a kilowatt. 

In buying power from the Electric Light Company, there are two 
things which regulate the cost: First, the amount of power required; 
and, second, the length of time that it is used. The conditions of 
buying electric power are very similar to that of hiring a horse from a 
livery stable. If a horse is used for an hour, the cost will not be as 
great as if used all day. 

The unit of measuring powder in mechanics is what is known as 
horsepower-hour; in electricity, it is the kilowatt-hour. The kilowatt- 
hour is the consumption of one kilowatt of power for one hour’s time. 
This is equivalent to 1 1-3 horsepower-hour, as it has been explained 
that a kilowatt is equal to I 1-3 horsepower. The rate which is given 
by electric light companies is based on the kilowatt-hour. If the rate 
is 10 cents, that means 10 cents for a kilowatt-hour. A simple prob¬ 
lem will make this clear. How much will it cost to run a motor fur¬ 
nishing 8 horsepower for 10 hours? The first thing to determine is 
how many kilowatts 8-horsepower represents. As explained before, 
a horsepower is equal to three-fourths of a kilowatt; therefore, 8- 
horsepower represents 6 kilowatts. If the 6 kilowatts were to be 
used for 10 hours, then we would have 6 times 10, or 60 kilowatt- 
hours. If the rate was 10 cents per kilowatt-hour, then the‘cost would 
be 60 times 10, or $6.00. 

In incandescent electric lighting, a 16-candlepower lamp con¬ 
sumes about 50 watts. How many lamps would it require to consume 
a kilowatt? If one lamp consumes 50 watts, to consume a kilowatt 
would require 1,000 divided by 50, or 20. Then 20 16-candlepower 
lamps require a kilowatt of power. Now, if these lamps were 
burned for one hour, they would consume one kilowatt-hour, and if 
the rate was 10 cents, it would cost 10 cents to burn 20 lamps for one 
hour; in other words, it would cost about 3/2 cent to light one 16-can- 
(llepower lamp for one hour. Turning on the 20 lamps means that 
the engine at the power house must furnish 1 1-3 horsepower more, 
which means in turn that more fuel will be required to furnish the 
steam to drive the engine. 

The most interesting part of electrical work is converting the 
power transmitted by an electric current into mechanical motion so 
that it may be used to drive street cars, run shops and do various 
other kinds of work. There are several methods in which electric 
power is used; first, for its heating effect; second, for producing 
mechanical motion, and third, for chemical work. The heating effect 
is used for lighting common incandescent lamps. An incandescent 
lamp consists of a thin carbon filament enclosed in a bulb from 


OF THE AUTOMOBILE 


105 


which the air has been exhausted. When the current flows through 
this filament it is made white hot. In the ordinary arc lamp, the 
current passes across a gap between two carbon rods. This air gap 
offers a resistance to the current and causes the ends of the carbon 
rods to become intensely hot. The heating value is also utilized in 
cooking, baking and electric furnaces. 

The chemical method of using electrical power is plating, refining 
copper, etc. 

The most common way of using electricity, however, is to pro¬ 
duce mechanical motion. This will now be explained. If an insulated 
wire is coiled around a bar of iron and then a current of electricity 
passed through this coil, something strange occurs. The bar will pick 
up small particles of iron or steel as long as the current is going 
through the coil. This power to attract small particles of iron or 
steel is called magnetism. If this rod is one of soft iron, it will lose 



its magnetism as soon as the current is cut off, but if made of hardened 
steel, will retain its magnetism and be what is called a permanent 
magnet. A permanent magnet when supported in the center either 
by a pivot or a string, will turn so that one end points North and the 
other South. The end which points North is called the north pole, and 
the end which points South, the south pole. 

This is the construction of an ordinary compass. If another 
magnet is brought up close to the suspended one, the following inter- 
estmg things will be noticed: When the north pole of this magnet is 
brought up close to the north pole of the suspended one, the sus¬ 
pended magnet will immediately rotate away; but if you present the 
north pole of this magnet to the south pole of the suspended one, the 
latter will immediately rotate toward it. If the operation is reversed, 
and the south pole of this magnet presented to the south pole of the 
suspended one, they will be driven apart, while if you present the south 
pole to the north pole, they will be pulled together. 


















































106 


THE USE AND ABUSE 


The fundamental laws of magnetism are: First, that magnets 
have two poles; one is called the north and other the south pole, be¬ 
cause the north pole points toward the north, and the south pole to¬ 
ward the south, when the magnet is free to turn. Second, that two 
unlike poles attract each other, and two like poles repel. 

To show this attraction and repulsion of unlike and like poles, 
put a piece of paper over a pair of magnets and sprinkle iron filings 
o\ er the paper. The two like poles will be brought together. In the 
first case, the iron filings present the appearance of two jets of water 
being forced against each other, and in the second case of a bunch of 
strings or cords connecting the ends of the two magnets. 

To illustrate some simple ways in which the principle of mag¬ 
netism is utilized, the following examples are given: First, the tele¬ 
graph; this is illustrated in Figure 11 and shows a simple telegraphic 
circuit. It consists of a magnet at A over which is placed an arma¬ 
ture B. When the key at C is pressed it allows the current to flow 



from the battery around in the direction indicated by the arrows. 
This will cause the iron cores in the magnet coils to be magnetized 
and draw down the armature. Upon releasing the key, the current 
will stop flowing and the magnet lose its power. This will release 
the armature and the spring will pull it away. If the key is placed 
many miles away from the sounder, the operation is just the same. 

A very important relation exists between a wire carrying a cur¬ 
rent of electricit}^ and a magnetic field. Fig. 14 shows a device 
which best illustrates this relation. 

The loop of wire A is so suspended as to rotate about the center 
B and is connected by means of its su])ports to a source of electric 
current as the battery C. If a magnet is placed near one side of the 
loop while the current is passing, the loop will be set in motion about 
its center B, either toward or away from the magnet, depending upon 
the direction of flow of the current. 

This illustrates in its simplest form the principle of the electric 
motor. If the conditions are reversed and the wire loop is me- 




























OF THE AUTOMOBILE 


107 




Fig. 1(> 




















































108 


THE USE AND ABUSE 


chanically caused to move through the field of the magnet, a current 
would be generated in the wire, which is the principle of the gen¬ 
erator. 

Fig. 15 show^s an electric motor in which the above principle is 
applied. Instead of a permanent magnet the frame of the machine 
is so formed that wire may be wound upon it and thus, by the intro¬ 
duction of a current, the points A and B become the poles of the elec¬ 
tro-magnet. 

The loop of wdre is shown at C. If now a current is passed 
through the coils about the magnet and through the loop C, the latter 
wdll be caused to rotate about its axis. 

In practice, instead of a single loop, as many loops as may be 
placed on a core of given diameter are wound, the ends being con¬ 
nected to segments of metal, which are mounted upon the armature 
shaft and insulated from each other. 



Fig..17 


Brushes are so arranged that they will rest upon two opposite 
segments (See Fig. 16), which are connected to opposite ends of a 
complete loop of wire on the armature. These brushes serve to 
connect the successive loops to the stationary windings, wdiile the 
rotating part or armature is in motion. 

The connection of successive loops of wire during the rotation 
of the armature produces a continuous pull, for as fast as one passes 
off the brush connections another takes its place and the current is 
automatically shifted from one coil to the next in order. 

A motor connected as showm in big. 16 where the current passes 
first through the armature is known as'a series motor, but if the cur¬ 
rent is divided, part of it through the field and part through the arma- 





























OF THE AUTOMOBILE 


109 


ture, it is known as a shunt motor. Such connections are shown 
in Fig. 17. 

The shunt winding permits of more regulation of the currents 
passing through the machine; that is, the amount of current passing 
tlirough either the field coils or the armature may be changed with¬ 
out affecting the other. This enables one to control the speed of a 
motor very accurately and in the case of a generator the amount of 
current generated may be controlled within narrow margins. 

THE THEORY OF THE STORAGE BATTERY 

Probably no other piece of electrical apparatus in common use 
today is so generally misunderstood as the storage battery. The fol¬ 
lowing description will give the reader a clear conception of the ele¬ 
mentary principles involved in the operation of the storage battery. 

In EFFECT, the storage battery has the same relation to an 
electrical system that a standpipe or reservoir has to a water supply 
system; but note the difference in the MEANS which lead to this 
EFFECT. Water is stored in the reservoir merely as water. Elec¬ 
tricity cannot be stored as electricity. In the storage battery the 
electricity first produces a chemical effect. This action may then 
be reversed to produce an electrical current. 

When a current of electricity flows through a solution of water, 
in which a small quantity of ordinary table salt has been dissolved, 
the water of the solution will be broken up or decompoesd into its 
component parts—Oxygen and Hydrogen. 

Let us suppose that current from two dry cells is caused to 
flow through two platinum wires, the ends of which are immersed 
without touching each other in a glass of salt water. The current 
must flow through the solution of salt and water, and in doing so 
will decompose the water into Hydrogen and Oxygen. Bubbles of 
Hydrogen gas will rise from the wire through which the current 
leaves the solution, and Oxygen gas will be liberated at the wire 
through which the current enters the solution. 

Now, if we should suddenly disconnect the wires from our dry 
battery and connect them to a sensitive electric measuring instru¬ 
ment, we should find that a current flows through the wires FROM 
THE GLASS OF SALT WATER. Closer investigation will show 
that the small amount of Oxygen and Hydrogen clinging to the wires 
in the glass had gone back into solution as water, and in so doing 
had given back in the form of electric energy part of the energy re¬ 
quired to liberate them from the solution. 

In the sample experiment above outlined, we have described the 
action of an elementary and very inefficient storage battery; but the 
reader will have noted the ability of the electric current to produce a 
chemical effect, and the ability of chemical action to cause a flow of 
electric current. 

Let us carry our investigation a bit further. We substitute for 
our solution of salt and water one composed of sulphuric acid and 
water, and instead of using platinum wires in the solution, we im¬ 
merse strips of lead. When we pass our electric current through 
one lead strip, thence through the solution and out at the other strip, 
the water is decomposed as before into its elements. Hydrogen and 


110 


THE USE AND ABUSE 


Oxygen. However, instead of the Oxygen being liberated in the 
form of gas bnl)bles at the strip through which the current enters, it 
combines with the lead strip to form lead oxide, which is of a reddish 
brown color. 

Now, if we disconnect the source of current and attach our mea¬ 
suring instrument, or volt-meter, to the conductors leading to the 
apparatus described we find that an electric current flows for a con¬ 
siderable length of time. The Oxygen, which combined with the 
lead strip to form lead oxide, recombines with the solution, leaving 
the plate in its original form as metallic lead when the current has 
altogether ceased to flow. 

The operation of “charging” or decomposing the solution, or 
electrolyte, may be repeated, and the complete operation of causing 
a current of electricity to produce a chemical effect, and then, in turn, 
causing chemical action to produce a flow of current is known as a 
“cycle.” 

It would be noted in both the experiments described that the 
current flows in a reverse direction in discharging; that is, if the 
charging current flows INTO the solution at one strip, it flows 
FROM the solution at the same strip when discharging. We should 
further note that no matter how small or how large we made the 
lead strips, the force of the current discharged from the cell would 
be about two volts. Our little apparatus contained in a glass tumbler 
would give rise to the same voltage as the largest storage cell built. 
Flowever, should we measure the amount of current and the time 
it flowed from the solution, we would find that these quantities varied 
with the size of our strips. 

We have in this second experiment described the operation and 
essential parts of the ordinary storage battery. While any school 
boy could construct this simple battery of lead strips and, sulphuric 
acid solution, the design and production of a commercially practicable 
storage battery involves a tremendous amount of detailed refinement. 

The storage cell of commercial practicability is made up of the 
following parts: 

A jar, or container, usually made of rubber. 

Positive and negative plates. 

Separators between the plates. 

Solution of electrolyte, and 

Covers and connectors. 

The plates are made by pasting the active material on a grid 
of lead alloy. The grid serves to support this active material, which 
dries on the grid as a porous mass, exposing a far greater amount of 
surface to the action of the solution than could be done if a solid strip 
of plate were used. 

After the plates are prepared in this manner, they are placed in 
a lead-lined tank containing a solution of sulphuric acid and water. 
Current is passed through the plates and solution, as shown, the cur¬ 
rent entering through half the number of plates and leaving through 
the other half. The solution is, decomposed, liberating hydrogen at 
the negative plates (the ones through which the current leaves the 


OF THE AUTOMOBILE 


111 


solution in charging) and liberating oxygen at the positive plates 
(through which the current enters the solution in charging). 

The hydrogen combines with the oxygen of the negative plate, 
tending to make it pure metallic lead. The oxygen combines with 
the oxygen already present on the positive plate, changing its form 
to the brown oxide of lead described in our second experiment. This 
initial charging is termed “forming the plates.” After they have 
been formed, the plates are placed together in groups of alternate 
negatives and positives, held apart by the separators. 

It has been found in practice that placing two separators be¬ 
tween each pair of plates gives the best results. One of these con¬ 
sists of a piece of wood, deeply grooved on one side. The other is a 
thin, perforated sheet of hard rubber. In assembling, a rubber sep¬ 
arator is placed on either side of each positive plate, and a wood 
separator is placed between each pair of plates, with its grooved side 
against the negative plate. The group of positive and negative plates 
is of such dimensions as to practically fill the rubber jar in which 
it is finally placed, leaving only the pores in the plates, the spaces 
in the separators and a small space above and below the plates to be 
filled with the solution of acid and water. 

The durability of a storage battery depends first upon the care 
with which the little details of design and construction are worked 
out, and after that upon conditions under wdiich the battery is kept 
in proper condition to perform its functions efficiently. 

We have already noted that a cell of a storage battery delivers 
current at the rate of two volts, regardless of the size of the cell. 
Therefore, if we recpiire a current with a force of six volts, we must 
use three cells. The size and number of plates in each cell will de¬ 
pend upon the amount of current needed, and the length of time 
during which it is required. If our three cells were only required 
to light one small lamp for a short length of time, we could use very 
* small cells. However, if we require current to crank a large automo¬ 
bile engine for any considerable period of time, we should require 
more surface in our plates, and should use cells containing quite a 
number of fairly large plates. 

It is an easy matter to increase the capacity of a battery so that 
for a given weight it will discharge a proportionately large amount 
of current. This may be done by using a large number of very thin 
plates. Or, the rubber separators may be discarded, leaving room 
in the cell for a greater number of plates. Often both these means are 
used, and a battery is built having very thin plates with only wood 
separators between them. Naturally, the thin plates have a shorter 
life than the thicker ones, and durability is further sacrificed when 
the rubber separators are omitted. 

Any storage battery manufacturer who knows his business can 
build batteries with either thin plates or thick plates, and either with 
or without rubber separators. 

One must be very careful in selecting a battery for a given pur¬ 
pose to insure the greatest ultimate efficiency in the service under 
consideration. 

We have already i)ointed out the fact that satisfactory service 
from a storage battery depends very largely upon the manner in which 


112 


THE USE AND ABUSE 


it is charged, ddie battery must be FULLY charged. It must not 
be overcharged. If the first condition is not met, the system at once 
becomes inefficient. If overcharging be permitted, the life of the 
battery is shortened. 

It has been repeatedly asserted that overcharging does no harm 
to the battery, but this statement has never been made by a reputable 
storage battery manufacturer. We need only pause for a moment 
to consider the action in a battery to be convinced of the damage re¬ 
sulting from overcharging. So long as the battery is not fully 
charged, there is a ready combination between the elements of the 
solution and those of the plates. When the battery is fully charged, 
there is no longer any material in the plates with which the elements 
of the solution may combine, and they must be discharged from the 
solution in the form of gas bubbles, exactly as the gases were re¬ 
leased in the first experiment described. This bubbling or “boiling,” 
as it is called, results first in rapid evaporation of the water of the 
solution, and if the water is not renewed frequently to replace this 
evaporation, the plates will be exposed to the air with harmful re¬ 
sults. The second and more serious effect of this boiling action is to 
loosen the active material from the plates. This material crumbles 
away and falls to the bottom of the jar. Under these conditions the 
battery will soon become useless. A battery which under proper 
charging conditions might last for three years, could very easily be 
put out of commission in three months by continued overcharging. 

Batteries should be inspected immediately upon receipt to see 
that solution covers the plates. 

If solution has been spilled by rough handling in transit, refill 
the cells with electrolyte of 1.285 degrees specific gravity (1 part 
concentrated .sulphuric acid with 3 parts of pure water). 

Always give the batteries a freshening charge at finish rate shown 
on name plate as soon as batteries have been received and inspected. 

If batteries are kept in stock for any length of time, give them a 
freshening charge once a month at the finish rate shown on the name 
plate. 

Always use the oldest batteries in stock. 

All batteries are stamped with a letter on the connecting strap 
indicating the month of shipment, for instance—use batteries let¬ 
tered “A” before those “B,” etc. 

Always give the batteries a freshening charge at finish rate 
shown on name plate before applying battery to car. 

Only place the battery in the car immediately before shipment, 
elirninating the possibility of having the battery discharged when 
testing or inspecting the car. 

CONDENSED INSTRUCTIONS 

1st. Examine each cell upon receipt of the battery. If electro¬ 
lyte has been spilled and does not cover the plates, fresh electrotype 
should be added. 

2nd. Inspect each cell once a week m summer time, and once 
every two weeks in winter time, and refill with pure water if neces¬ 
sary. 


OF THE AUTOMOBILE 


113 


3rd. Use only pure water to replace losses from evaporation. 
Add acid only in special cases where electrotype has been spilled. 

4th. Preferably take specific gravity reading when battery is 
inspected, to check performance of generator. 

5th. If battery is falling behind, have the battery recharged im¬ 
mediately and locate the trouble. 

6th. Keep the box containing the battery perfectly dry. If any 
acid is spilled into the box, wipe it off carefully with a piece of waste 
dipped in ammonia water. 

DETAILED INSTRUCTIONS WHEN RECEIVING THE CAR 

Immediately upon receipt of the car, the battery should be in¬ 
spected—the plugs should be removed from the individual cells, and 
if the solution is not level with the hole in the bottom of the expan¬ 
sion chamber or inside cover, it should be filled to this point with 
pure water. If it is found that any of the acid has been spilled in 
transportation, the battery should be filled with a solution composed 
of one part sulphuric acid and three parts water. 

PERIODS OF INSPECTION 

The battery should be inspected once a week in summer time and 
once every two weeks in winter time. At these inspections, all the 
vent plugs should be removed to ascertain the level of the electrolyte, 
which is lowered from evaporation of the water in the electrolyte. 
This evaporation should be compensated for by adding pure distilled 
water, no acid, to the cells, to bring the solution up to the level of the 
inside cover. 


SPILLED SOLUTION 

Acid should only be added when replacing spilled solution. In 
case the solution has been spilled, it should be compensated for by 
adding electrolyte or battery solution, which is composed of one 
part pure sulphuric acid and three parts water by volume. 

SPECIFIC GRAVITY 

The specific gravity of the battery should read between 1.280 and 
1.300 when the battery is fully charged. The specific gravity is a 
check on the machine and indicates whether the machine is perform¬ 
ing properly and is keeping the battery fully charged. 

It is, therefore, advisable to take specific gravity readings in the 
cells at the time the regular inspection is made and before any water 
is added to the cells. The specific gravity is taken with a hydrometer 
syringe as shown in Fig. 5. 

If the machine is performing properly and is keeping the battery 
fully charged, the gravity will read between 1.280 and 1.300 from time 
to time. If the machine is not charging the battery properly it may 
be due to any of the following causes: 

1. Insufficient output from the generator. 

2. Too extravagant use of electricity. 

3. A leakage of current through a ground. 

4. A break in circuit between generator and battery. 

First, ascertain if generator is giving its proper output. This is 


114 


THE USE AND ABUSE 


done by connecting an ampere meter in the circuit between generator 
and storage battery. yVfter the ampere meter has been so connected, 
run the car at a speed of 15 miles an hour and note amount of cur¬ 
rent shown by ampere meter. If less than normal, look to your 
generator and have it adjusted so as to give its proper output. 

If the generator is shown to have it rated output, then stop youi 
engine, to ascertain if there is any leakage of current. When engine 
is still, if the ampere meter shows current flowing from the battery, 
no matter how little, examine the wiring, lamp connections or other 
circuits for a ground and remove the same. 

If the battery has fallen behind it should be removed from the 
car and charged according to the rates given on following pages. 

CARE OF BATTERY WHEN NOT IN USE 

When the battery is not to be used for some time, the owner 
of the car should arrange so that he can run his engine and charge his 
storage battery at least once every two weeks. It is not necessary to 
run the engine for a long period of time, only sufficient to bring the 
battery up to its full capacity. 

Every owner of a car should have a specific gravity hydrometer. 
At intervals of two weeks, as mentioned above, the engine should be 
run until the gravity of the solution is up to 1.280. If this is done 
regularly every two weeks, it will be necessary to run the engine for 
only about an hour. If the owner of the car does not possess a spe¬ 
cific gravity hydrometer, the engine should be run from two to three 
hours every two weeks to allow a safe margin. It will be much 
more economical and easier to use the hydrometer than to guess at 
the length of time necessary to operate the engine. To charge the 
battery properly, the engine should be run at a speed th^t will equal 
a car speed of twenty miles per hour. 

When the owner of the car finds it necessary to store the car and 
not operate it at all, it may be inconvenient to do this charging. In 
this case, we would recommend the owner, if he has electric current 
available, to purchase what is termed a rectifier. These rectifiers are 
moderate in price and consist of a small apparatus to be attached to 
the wall and plugged into an ordinary lamp socket. 

A charge over-night or for about twelve hours once every two 
weeks with this apparatus, will be sufficient to keep the battery in 
healthy condition. 

If the owner does not wish to incur the expense of this apparatus, 
the next best thing is to remove the battery from the car and take it 
to a garage which makes a business of charging batteries, and have 
it charged every two weeks. The battery should be kept in a dry 
place. 

When charging a battery it should first be inspected to see if it 
is filled with solution. If the solution needs replenishing, distilled 
water should be added until solution reaches the height of the inside 
hole in each cell, which may be seen by removing the vent plug and 
looking down into the cell. 

I strongly recommend charging the battery on the car by its 
own dynamo and engine if possible. 


OF THE AUTOMOBILE 


115 


INSTRUMENTS 

A low-reading voltmeter and a hydrometer syringe are necessary 
in order to obtain correct indications of a battery’s condition. The 
voltmeter reading simply shows the electrical pressure at the time of 
reading and only partially indicates chemical conditions. A hydro¬ 
meter reading shows conditions of the electrolyte and is therefore the 
more reliable source of information. Preferably, both instruments 
should be used. 

I furnish a suitable hydrometer, shown in Fig. 5, and low-read¬ 
ing voltmeters may be purchased at any electrical supply store. 

CONDENSED INSTRUCTIONS 

1st. Examine each cell upon receipt of the battery. If electro¬ 
lyte has been spilled and does not cover the plates, fresh electrolyte 
should be added. 

2nd. Give the battery a thorough charge at the FINISH rate as 
soon as received. 

3rd. NEVER let the battery stand discharged. 

4th. Charge immediately upon removing from the car. 

5th. Voltage readings should be taken only while charging or 
discharging. 

hth. Do not let the battery get warm ; its temperature should 
never exceed 100 E. 

7th. Use only PURE water to replace losses from evaporation. 
Add acid only in special cases. 

8th. Each time you charge, bring the gravity up to maximum or 
charge until it has remained constant for at least one hour in every 
cell. 

9th. When charging the battery, put in at least 20 per cent 
more current (ampere hours) than is taken out, and at every third 
charge give it a 50 per cent over-charge at the finish rate for the 
general good of the battery. 

10th. Voltage readings are only a])proximate. Gravity readings 
give correct indications. 

11th. Keep the box containing the battery perfectly dry. If any 
acid is spilled into the box, wipe it off carefully with a piece of waste 
di])ped in ammonia water. 

12th. Wdien charging at the finish or 24-hour rate, leave bat¬ 
tery on until bubbles begin to rise in the electrolyte, then for at least 
one hour longer. 


DETAILED INSTRUCTIONS 
PUTTING THE BATTERY INTO SERVICE. 

Immediately upon receipt of the battery the solution should be 
examined. The plugs should be removed from the individual cells 
and if the solution is not level with the hole in the bottom of the 
exj)ansion chamber or inside cover, it should be filled to this point with 
pure water. If it is found that any of the acid has been spilled in 
transi)ortation, then the jars should be filled with a solution com- 
I)osed of one part pure sulphuric acid and three parts water. 


116 


THE USE AND ABUSE 


Immediately after such inspection and filling the battery must be 
charged until its voltage has reached its maximum ( 2 y 2 volts ])er 
cell with battery temperature at 70 degrees F.) and then overcharged 
for four hours at the 24-hour rate. 

The rate for overcharging may be lower than the finish charging 
rate; but should not be higher if it is necessary to leave the battery 
on for a long period of time. 

PERIODS OF INSPECTION 

Every time the battery is charged it should be inspected care¬ 
fully and the solution brought up to the proper height. 

DISCHARGING 

The discharge from the battery should be stopped when the cells 
are down to an average of 1.80 volts per cell or 5.40 volts for three 
cells. This will insure their giving the best life and capacity. 

RECHARGING 

It is best to always recharge immediately after taking the battery 
out of the car. Allowing the battery to stand discharged shortens its 
life. 

When batteries are to be recharged, be sure to connect the posi¬ 
tive pole of charging source to positive terminal of the battery. Start 
the charge at a rate equal to the normal charging rate (Start) or 
lower, and continue the charge until the cells gas freely. This will 
ordinarily take about six hours. Then continue the charge for six 
hours at the normal rate (Finish), see following pages. 

Sometimes batteries are injured by being reversed. This is done 
by attaching positive terminal of battery to negative terminal of charg¬ 
ing source. When this has been done the battery will show a lack 
of capacity and if repeated the battery will be ruined. 

To find out which is the positive or negative pole of the charg¬ 
ing source, immerse both wires in water containing about 10 per 
cent of vinegar or other acid. Only a few small bubbles will rise 
from the positive wire, while the negative will give off larger bubbles 
very actively. Wires should be kept apart. 

Should a reversal occur, put the battery on charge at the 24-hour 
rate and leave it on for several days. Do not take it off until its volt¬ 
age and gravity both have reached a maximum with battery at normal 
temperature, 70 degrees F. 

CHARGING THROUGH THE NIGHT 

The 24-hour rate is the one used for charging through the night, 
and cells charging at this rate may be left on continuously. 

If you have no voltmeter nor hydrometer, it is possible to deter¬ 
mine when the battery is fully charged by observing when gas bub¬ 
bles begin to rise from the solution while battery is charging at the 
24-hour rate. 


OF THE AUTOMOBILE 


117 


VOLTAGE 

The voltage taken while charging at the 24-hour rate should be 
21/2 volts per cell when the battery is full, and 2.60 volts per cell 
while charging at the normal rate (start, at normal temperature or 
7'0 degree will be found on following pages. 

If the temperature is below normal, the voltage at end of charge 
will be higher in direct proportion as the temperature is below nor¬ 
mal. When temperature is above normal (70 degrees F.) the final 
voltage will be lower in proportion as temperature is above normal. 

Voltage readings, therefore, can only be used as approximate in¬ 
dications of the amount of charge. Specific gravity readings, on the 
contrary, are not affected to any appreciable extent by temperature 
or age of the battery. 

Lighting batteries should be placed on the line with batteries 
capable of taking a charging rate higher than that usually given to 
sparkling batteries, and at all times the batteries should be left on 
until gravity has reached its maximum and remained stationary at 
this maximum for at least an hour. 

OPEN CIRCUIT READINGS 

Open circuit readings are of no value. All readings of voltage 
should be made while the battery is charging or discharging. 

Alternating current cannot be used for charging a battery. 

HURRYING A CHARGE 

Sometimes an owner desires to give his battery a hurry-up charge. 
I do not recommend this, but when unavoidable proceed as follows: 

Put the battery on at double the “start” rate given for your bat¬ 
tery in the table of rates. For example, a Type ELB-100 would be 
put on at 30 amperes. 

Watch the battery’s temperature very carefully—do not allow 
it to rise above 100 degrees F. 

Do not leave the battery on at the double rate for more than one 
hour. The rate should then be cut down to the regular “start” rate. 

For an ELB-100, this would be 15 amperes. 

As soon as the cells again gas freely and temperature starts to 
rise, cut the rate down to the “finish” rate and complete the charge 
at this rate. 



Fig. 5 


TEMPERATURE 

In charging, the temperature of the battery should never be al¬ 
lowed to rise to a point higher than 100 degrees F. The rise in tem¬ 
perature is usually entirely due to the rate at which the battery is 




118 


THE USE AND ABUSE 


charged. The lower the rate, the lower the temperature of the bat¬ 
tery for the same room temperature. 

It will be noted that batteries in cold weather do not give as 
much capacity as in warm weather, and if a storage battery is allowed 
to remain outside in very cold weather, its capacity will be reduced 
directly in proportion to the temperature. A battery gives approxi¬ 
mately half of its capacity at zero. 

SPECIFIC GRAVITY. 

The specific gravity should read between 1.280 and 1.300. If a 
battery is found to have low specific gravity, it is probably sulphated 
and should be charged at the 24-hour rate for several days or until the 
specific gravity in each cell has remained constant for one hour or 
more. 

Should the gravity still remain low (refuse to come up), a small 
amount of pure sulphuric acid should be added to those cells which do 
not come up and the battery charged again at its finish rate. 

When battery is fully charged, the gravity should be approxi¬ 
mately the same in all cells. 

EVAPORATION AND LOWERING OF SOLUTION 

Lowering of solution in regular practice is caused by evapora¬ 
tion of the water and should be compensated for by adding pure or 
distilled water, not acid, to the cells to bring the solution up to the 
level of the inside cover. Acid should only be added when re¬ 
placing spilled solution. At long intervals some battery solution or 
electrolyte (dilute acid) may be added when the specific gravity does 
not reach 1.280 degrees at the end of a thorough charge at the finish 
rate. 

I 

SPILLED SOLUTION 

Spilled solution should be compensated for by adding electrolyte 
or battery solution, which is composed of one part pure sulphuric 
acid and three parts water by volume. 

SULPHATING 

Sulphating is the result of either undercharge or allowing the 
battery to stand for a length of time discharged, and means that the 
plates have become harder than they should be by having absorbed 
an excessive amount of sulphuric acid from the battery solution. 

If a battery is left standing for a long time discharged, it may be 
very difficult to bring the plates back to a healthy condition. Usually 
a long charge of three or four days at a low rate will overcome this 
trouble. Overcharging at the 24-hour rate is beneficial to the battery 
at all times. 

CARE OF BATTERIES WHEN NOT IN USE 

When battery is not to be used for some time, 1 advise that it be 
placed in the care of one of our battery stations, where it will be 
given proper attention until the battery is again to be used. If this 


OF THE AUTOMOBILE 


119 


cannot be done, add pure water to each cell until solution reaches 
to inside cover, then charge up to full voltage, and store in a dry 
place. Inspect the battery once a month, refill with pure water to 
make up for evaporation, and give it a refreshing charge at the finish 
rate. 

Before placing battery in regular service again, each cell should 
be carefully inspected to see that electrolyte fully covers the plates, 
pure water being added if necessary. 

The battery should then be given a slow charge until its voltage 
and gravity both have reached a maximum, and then it should have a 
few hours overcharge at the 24-hour rate. 

INSTALLATION, OPERATION OF REMY MODEL OB. 

Generators are designed to run in one direction only. When ord¬ 
ering, it is necessary to specify whether the generator is to run clock¬ 
wise or counter clockwise, the generator being viewed from the 
driving end. 

Generator must be securely fastened to engine base by capscrews, 
using only the holes provided for this purpose. 

Do not under any conditions drill or tap generator base. In in¬ 
stalling the generator special care must be exercised to line up the 
generator shaft with the driving shaft. A difference in height of either 
of these shafts will impose undue stress and cause excessive wear 
on the generator and drive shaft bearings. 

The height of the generator or the distance from its base line to 
the center of the shaft, is 2J/i^ inches, and is supplied only in this 
height. 

The battery may be located at any place on the car, on running 
board, under seat, swung under floor boards, on frame, etc. The 
polarity of the battery need not be considered when connecting same. 

Connect the ammeter or indicator as shown in the wiring plan, 
then, turn on the lights, motor not running. If the pointer deflects 
to the Charge side of the dial, reverse battery wires at the junction 
block. 

If there is other electrical apparatus on the car, such as horn, 
speedometer or trouble light, connect as shown on diagram. 

All wiring should be carefully fastened to 'avoid broken connec¬ 
tions due to vibration, and where wires are subjected to oil or water, 
circular loom should be used. 

The Model OB is to be positively driven, either by coupling, gears 
or silent chain, and at crank shaft speed for four cylinder engines, and 
at one and one-half times crank shaft speed for six cylinder engines. 
When setting generator be careful that the brush holders or parts 
thereof do not make contact with the Motor. 

For timing, turn the engine over by crank until No. 1 piston 
reaches top dead center on compression stroke. Press in on the tim¬ 
ing button at the top of the distributor and turn the armature shaft 
until the ])lunger of the timing button is felt to droj) into the recess 
on the distributor gear. With the generator in this position couple 
same to the motor. I’ay no attention to the circuit breaker when 


120 


THE USE AND ABUSE 


coupling or setting gears, as the breaker is automatically brought into 
the correct position, and the distributor segment is in contact with 
terminal for No. 1 cylinder. 


WIRING 

^ The high tension cable from distributor terminal No. 1 is to be 
connected to the cylinder whose piston is on exact dead firing center 
7 'he remaining distributor terminals are to be connected up in the 
firing order of the motor. 

The location of No. 1 terminal on distributor is determined by 
the direction of rotation of armature shaft. When armature is driven 
clockwise, the terminal for No. 1 cylinder is located on lower left-hand 
corner of distributor. 

When driven counter clockwise, the terminal for No. 1 cylinder 
is located on lower right-hand corner of distributor. 

MAINTENANCE 

^fwo oilers are provided—one on each end plate to oil armature 
and distributor shaft bearings. Give each three or four drops of oil 
for each 1,000 miles. Any good light oil will suffice. Do not flood 
generator with oil. Do not oil commutator. 

COMMUTATOR 

Long and exhaustive road and laboratory tests have proven that 
neither commutator nor brushes will require any attention through¬ 
out a whole season’s use. 

As a matter of precaution we advise that an inspection of com¬ 
mutator brushes should be made once a season. 

Commutator surface should be clean and bright, but if found to 
be blackened or rough, should be polished and smoothed down with 
fine (100) sand paper. Armature should be rotated during this 
process. Never use emery cloth for this purpose. After cleaning 
commutator as above, carefully blow out all sediment from com¬ 
mutator and generator case. 

BRUSHES AND BRUSH HOLDERS 

Brushes should be kept in perfect contact with commutator. 

Brushes should not stick in brush holders. If necessary, carefully 
clean both brush and brush holder and remove all dirt and grease. 

As previously explained, brushes are of special copper-carbon 
composition and under average conditions will last indefinitely. If 
replacement should be necessary from any cause, do not use carbon 
substitutes, but obtain the special brushes furnished by the Remy 
Factory, Branch Houses or Service Stations. 

The third brush, which is connected to the fieldwinding, is for 
regulation only and requires no attention, and should never be dis¬ 
turbed. 

The fuses used in switch block and relay case are special, and 
should be obtained only from Remy Factory, Branch Houses or Serv- 


OF THE AUTOMOBILE 


121 



icc Stations. We advise that extra fuses for both switch block and re¬ 
lay case be kept on hand in case of emergency. 

In the event of bulb replacement, use Tungsten Filament Bulbs 
only. 16 candle power for head lamps, 2 or 4 candle power for side 
and tail lamps; all 6}^ volt. 

A periodical inspection should be made of wiring, insulation and 
all connections. 

Wiring should be protected against grease, oil and mechanical 
injury. 

GENERATOR INSTRUCTIONS 

Use the same consideration for your Automobile Lighting System 
that you do for the Electric Lights in your house, so don’t leave your 
car standing with all lights burning. 

1 . Do not run generator with battery disconnected, or discon¬ 
nect battery with engine running. This would cause fuse in relay to 
blow. 

2 . Do not use any other than Tungsten filament bulbs. 

3. Do not use bulbs of greater candle power than those recom¬ 
mended. 

4. Do not oil or grease commutator, lubrication here unneces¬ 
sary. 

5. Do not replace brushes or fuses with inferior substitutes, ob¬ 
tain the genuine from the Remy Factory, Branch Houses, or Service 
Stations. 

6 . Do not ignore battery instructions. 

7. Do not start on an extended trip without first inspecting bat¬ 
tery. 

8 . Do not allow battery or wiring connections to become loose. 

9. Do not allow wires to chafe on any metallic part of car, as 
the insulation will be damaged and a short circuit will result. 

10 . Do not fail to comply with the wiring instructions and con¬ 
sult diagram when connecting or disconnecting any wires. 

IGNITION INSTRUCTIONS 

Circuit breaker platinum points may be inspected by removing 
the Bakelite housing cover. The points should have a smooth, clean, 
flat surface at all times. The break, or gap of these points should be 
from fifteen to twenty thousandths of an inch. The circuit breaker 
may, if desired, be removed without the use of tools. 

The high tension current is distributed to the spark plug cables 
by means of a special hard carbon brush making contact with dis¬ 
tributor segments. Neither distributor nor brush will require any 
attention whatever. 

An oiler is provided for distributor shaft, a few drops of light 
oil every one thousand miles will suffice. 

We recommend the use of spark plugs which permit of the points 
being adjusted to a definite gap. The gap between the points should 
be from twenty to twenty-five thousandths of an inch. 

If the motor misses when running idle or pulling light, the plug 
gaps should be made wider. If motor misses at high speed or when 
pulling heavy, at low speed, the plug gaps should be made closer. 


122 


THE USE AND ABUSE 


Proper results will be obtained if these instructions are carefully 
followed. Remember that there are many things that will cause a 
motor to miss and act like ignition trouble, (a) carburetor out of 
adjustment, (b) leaky valves, incorrect valve timing, (c) air leaks in 
intake manifold or around valve stems, (d) motor not oiling itself 
properly, (e) lack of compression. 

REMEDIES FOR POSSIBLE TROUBLE 

ALL LIGHTS GO OUT 

Cause—Open or short circuit between switch and battery; ex¬ 
amine wiring and contact at battery terminals; examine connections 
at lighting switch; examine all bulbs. 

ALL LIGHTS GO DIM 

Cause—Short circuit in wiring from battery to switch. Defective 
battery. Discharged battery caused by either—leakage of current due 
to short circuits in wiring; using bulbs of greater candle power than 
those recommended; or using low efficiency carbon filament bulbs; 
generator not charging properly, probably due to loose connection. 

ONE LIGHT GOES DIM 

Defective bulb or connection at lamp. Short circuit or ground in 
wiring to lamp. 


ONE LIGHT GOES OUT. 

Either head, side, tail or dash light. Defective bulb or defective 
wiring between lamp and junction block. Loose connection at junc¬ 
tion block of lamp socket. 

BOTH LIGHTS GO OUT 

Either both head, both side or tail and dash light. Fuse blown in 
switch, probably due to a short circuit; examine wiring, locate and 
rectify trouble. Insert new fuse. Loose connection at switch or 
junction block. Open circuit between switch and junction block. 

ALL LIGHTS FLICKER 

Cause—Loose connection either at battery, junction block or 
switch; an intermittent ground or short circuit between switch and 
battery. 


ONE LIGHT FLICKERS 

Loose or frayed connection at lamp or junction block. An inter¬ 
mittent ground or short circuit in wiring to lamp. Bulb or connector 
loose in bulb socket. 


OF THE AUTOMOBILE 


123 


AMMETER OR INDICATOR REGISTERS DISCHARGE WITH 
ALL LIGHTS OFF AND ENGINE IDLE. 

Short circuit in wiring from l)attery to switch or battery to junc¬ 
tion block. Ammeter out of adjustment. A simple test to determine 
the latter cause is to disconnect one of the l)attery terminals either at 
battery or in battery line; if the Ammeter hand returns to Zero, it is 
evident that trouble is leakaj^e of current due to a short circuit, which 
must be immediately remedied before battery becomes discharged. If 
the Ammeter hand does not return to Zero, after disconnecting battery 
it is proof that Ammeter is out of order and should be corrected. It 
may be possible that Ammeter is out of calibration, and that the Am¬ 
meter hand deflects to either charge or discharge side, when engine 
is idle and all lights off. This will not affect the operation of the 
generator or lighting system, but this discrepancy must be borne in 
mind when taking generator charge readings. Another possible, 
though hardly probable cause, is the Reverse Current Relay points 
remaining closed, remove cover, which is readily accomplished by 
loosening two thumb screws, and release relay blade with finger, 
thereby breaking contact. If this should occur inspect relay points 
and clean same if necessary. Do not change adjustment of relay 
blade spring. 

AMMETER OR INDICATOR DOES NOT REGISTER CHARGE 
WITH ENGINE RUNNING AND ALL LIGHTS OUT. 

Either Generator or Ammeter defective. Stop engine and switch 
all lights on. If Ammeter registers discharge it is almost conclusive 
proof that Ammeter is properly operating, and the trouble exists in 
Generator. If the Ammeter does not register discharge under the 
above condition, trouble exists in Ammeter or connections. 

TO LOCATE GENERATOR TROUBLE 

Remove reverse current relay cover and examine fuse, replace 
with new fuse if necessary. Start engine and if Ammeter still refuses 
to register, inspect all generator connections and ascertain if same 
are tight and secure. 


GENERATOR TEST 

A simple test to determine if Generator is properly operating, 
is first, switch all lights on with engine idle, second, start engine 
and run same reasonably fast. If lights brighten perceptibly after 
starting engine, it proves that the generator is properly delivering cur¬ 
rent. This test must necessarily be conducted in the dark, either in 
garage or preferably at night time. 

THE STORAGE BATTERY 

Old Type —The old type of storage battery was made up of lead 
plates and dilute solution of sulphuric acid testing about 1.25 sp. qr. 
This solution is made up by mixing pure sulphuric acid testing 1.84 
with about 4 i)arts of distilled water, and pouring enough of this into 
the cell to cover the plates. 


124 


THE USE AND ABUSE 


Care should be taken to not get any of the acid solution on cloth¬ 
ing or any machine parts, as it rapidly eats the fabric or rusts the 
parts. Do not put this acid in any vessel other than glass, rubber or 
earthenware. 

New Type—ddie new lulison is much easier to handle, as it has 
an iron container and cobalt and nickel plates with an alkali solution 
which does not destroy parts as does sulphuric acid. 

Charging—Connect the battery to the charging wires so that 
the positive wire leads to the positive connection on the battery, and 
place a 3-way socket in one side of the circuit with three 32 cp-110 volt 
electric lights as a resistance. This will give you 1, 2 or 3 amperes 
of current as you insert one, two or three of these lamps 

Do not charge too rapidly. If the battery be a 60-lamp horn cell, 
it will require 20 horns; either using the three lamps (3 Amp.) or 30 
horns if two lamps are used. Test for voltage only and when fully 
charged this battery should test 6.6 volts. 

After using, the pressure begins to drop and the battery must be 
recharged when the pressure has dropped to about 5 volts. 

It will not require as much time to recharge this time, as a large 
part of the charge is still retained. 

To charge more than one battery at a time, connect the batteries 
together in series as you connect dry cells, positive to negative, etc., 
and use the same current. About 2 volts in pressure is lost in each 
batting and if, say, 20 batteries were connected so as to be charged 
at the same time, this would cause a pressure drop of about 40 volts, 
and hence, a proportional drop in the current from 3 Amp. to about 
2 Amp. To overcome this a less resistance must be placed in the 
circuit. 

It is not advisable to depend on the above scheme for resistance 
if many batteries are to be charged. A regular rheostat should be 
provided. 

If too large a charging or discharging rate is used, the plates will 
heat up and buckle, causing a short circuit and ruining the batteries. 


OF THE AUTOMOBILE 


125 


Table of Charging Rates 

Starting Batteries 


SSB-68 

3 

6 

80 

12 

4 

4 

214 

7M 

11 

6 

104 

SSB-610 

3 

6 

100 

14 

4K 

434 

2y2 

7y2 

1234 

6 

104 

SSB-612 

3 

6 

120 

18 

6 

6 

2H 

7y2 . 

15 

6 

104 

SSB-123>^ 

6 

12 

35 

6 

2 

2 

21/2 

15 

1234 

6 

104 

SSB-125 

6 

12 

50 

8 

2H 

24 

2H 

15 

1534 

6 

104 

SSB-126 

6 

12 

60 

10 

3K 

34 

2H 

15 

18 

6 

.104 

SSB.163>.^ 

8 

16 

35 

6 

2 

2 

2^ 

20 

164 

6 

104 

SSB-165 

8 

16 

50 

8 

2K 

2H 

2H 

20 

20 

6 

104 

SSB-166 

8 

16 

60 

10 

3K 


2y2 

20 

234 

6 

104 

SSB-183H 

9 

18 

35 

6 

2 

2 

2y2 

22 y2 

16 

. 64 

104 

SSB.185 

9 

18 

50 

8 

2H 

IK. 

2H 

22 H 

16 

84 

104 

SSB-186 

9 

18 

60 

10 

3 K 

34 _ 

2H 

22H 

164 

94 

104 

SSB-242 

12 

24 

20 

4 


iM 

2H 

30 

18 M 

6 

104 

SSB-243H 

12 

24 

35 

6 

2 

2 

2y 

30 

244 

6 

104 

SSB-1210 

6 

12 

100 

14 

AH 

44 

2H 

15 

154 


104 

STP-126 

6 

12 

50 

8 

2H 

2H 

2y 

15 

154 

6 

104 


Table of Charging Rates 

Starting Batteries 



Cells 

Volts 

Normal 

Capacity 

Amp 

Hrs. 

Normal 

Charging 

Rates 

Amp. req'd 

24 hr. 
Charge 
Rate 

Volts per 
cell at 
end of 
Charge 
at 24 hr. 
rate 

Volts of 
battery 
at end 
of charge 
at 24 hr. 
rate 

Size of battery 
over all in inches 

Start 

Finish 

Length 

Width 

Height 

SLB-68 

3 

•6 

80 

12 

4 

4 

24 

74 

11 

7ii 

9 

SLB-610 

3 

6 

100 

14 

44 

44 

24 

74 

1234 

7ii 

9 

SLB-612 

3 

6 

120 

18 

6 

6 

24 

74 

15 

74 

9 

SLB-1234 

6 

12 

35 

6 

2 

2 

24 

15 


74 

9 

SLB-125 

6 

12 

50 

8 

234 

24 

24 

15 

154 

74 

9 

SLB-126 

6 

12 

60 

10 

34 

34 

24 

15 

18 

74 

9 

SLB-1634 

8 ■ 

16 

35 

6 

2 

2 

24 

20 

164 

74 

9 

SLB-165 

8 

16 

50 

8 

234 

24 

24 

20 

20 

74 

9 

SLB-166 

8 

16 

60 

10 

34 


24 

20 

234 

7^ 

9 

SLB-1834’ 

9 

18 

35 

6 

2 

2 

24 

224 

204 

64 

9 

SLB-185 

9 

18 

50 

8 

24 

24 

24 

224_ 

204 

84 

9 

SLB-186 

9 

18 

60 

10 

34 


24 


2QM 

94 

9 

SLB-242 

12 

24 

20 

4 

14 

J}L. 

24 

30 


71i 

9 

SLB-2434 

12 

24 

35 

6 

2 

2 

2J/2 

30 

244 

74 

9 

P.3-68 

3 

6 

80 

14 

44. 

44 

24 



74 

1134 

PS.61Z 

3 

6 

120 n 

18 

6 

0 

24 

74 

12 

7M 
































































































































































































































































126 


THE USE AND ABUSE 


Table of Charging Rates 

AUTEX Sparking Batteries 


Type 

Capacity 
in amp. 
hours at 
sparking 
rate 

Normal 
charging rates 
amp. required 

24 hour 
charging 
rate 

Volts 
per cell 
at end of 
charge 
at 24 hr. 
rate 

V'olts of 
battery at 
end of 
charge at 
24 hour 
rate 

Size of Battery over all 
in inches 

Number 
of Cells 

Start 

Finish 

Length 

Width 

Height 

X-!2 

40 

5 

2 

2 

to 

6 

3K 

OH 

8H 

2 

X-3 

40 

5 

2 

2 

2K2 


5 

OH 

8H 

3 

Y-2 

60 

7H 

3 

3 

21/2 

5 

5H 

OH 

SH 

2 

Y-3 

60 


3 

3 

2H 

IVi 

IVi 

OH 


3 

Z-2 

80 

10 

4 

4 

.2M 

5 


OH 

m 

2 

Z-3 

80 

10 

4 

4 

2^ 

7H 

SVs 

OH 

SVi 

3 

V-60 

60 

iy2 

3 

3 

2H 

lYi 

9H 

OH 

9H 

3 


Table of Charging Rates 


Lighting Batteries 



Cells 

V'olts 

Normal 

Capacity 

Amp 

Hrs. 

Normal 

Charging 

Rates 

Amo. ren’d 

24 hr. 
Charge 
Rate 

Volts per 
cell at 
end of 
Charge 
at 24 hr. 
rate 

Volts of 
battery 
at end of 
charge 
at 24 hr. 
rate 

Size of battery 
over all in inches 

Start 

Finish 

Length 

Width 

Height 

ELB-65 

3 

6 

50 

8 

23/^ 

234 

24' 

74 

84 

74 

9 

ELB-66 

3 

6 ■ 

60 

10 

3K 

34 

24 

74 

9H 

74 

9 

ELB-68 

3 

6 

80 

12 

4 

4 

24 

74 

11 

74 

9 

ELB-610 

3 

6 

100 

14 

4^ 

434 

24 

74 

1234 

74 

9 

ELB-612 

3 

6 

120 

18 

6 

6 

24 

74 

15 

74 

9 

ELB-1231/^ 

6 

12 

35 

6 

2 

2 

24 

15 

124 

74 

9 

HSB-65 

3 

6 

50 

8 

2H 

234 

24 

74 

84 

6 

104 

HSB-66 

O 

%J 

6 

60 

10 

3M 

34 

24 

74 

934 

6 

104 

I1SB-6S 

3 

6 

80 

12 

4 

4 

24 

74 

11 

6 

104 

HSB-610* 

3 

6 

100 

14 

43^ 

434 

24 

74 

1234 

6 

104 

HSB-612 

3 

6 

120 

18 

6 

6 

24 

74 

15 

G 

104 

PD-60 

3 

6 

60 

7J:^ 

.2H 

2K 

24 

74 

8 

44 

94 

V-60 

3 

6 

60 

7H 

3 

3 

24 

7ii 



94 
























































































































































































































OF THE AUTOMOBILE 


127 


THE REMY ELECTRIC LIGHTING AND STARTING SYSTEM 

The illustration of the Remy electric lighting and starting system, 
hig. 8, will be the next illustration which we will take up. First, we 
must start to finding out the way our motor fires in order to wire 
this system up so that it may work properly on the gasoline engine 
As this has been explained in the pages before this, you will readily 
see that a No. 1 cylinder is on compression and your distributor and 
interrupter is properly set. In Fig. No. 8, you will notice that the 
positive wire is connected from positive on the generator to “Y” on 
the induction coil. You will notice that “R” connects to the inter¬ 
rupter No. 11. You will notice “G,” the ground wire, connects to 
interrupter No. 10. We must lead a wire to the storage battery so 
it is carried to the starting switch No. 3; from there it leads to the 
positive point of the storage battery No. 2. This current then again 
must return back to the generator from where it started ; after passing 
through the storage battery it leaves the negative point No. 6, where 
it returns back to the starting motor; from the starting motor, passes 
to the ammeter No. 17; from there it passes to the lighting switch No. 
l(i and then returns back to the dynamo negative from where it started. 
We know that the current must leave the storage battery and leave 
the dynamo in order to pass to the lights, so it leaves the storage 
battery from the positive; it leaves the dynamo from the positive. 
Thither current from either direction will come to the starting switch 
No. 3; from there it can pass to the lighting switch No. 16; from there 
it passes through each light and returns l)ack to the lighting switch 
where it will return to the dynamo, to the negative from where it 
started. If returning to the storage battery, it will return back through 
the ammeter No. 17 where it will then return to the negative of the 
storage battery from where it started. No. 6. 

We also know that the current leaving the dynamo or leaving the 
storage battery must pass through the induction coil so that you will 
notice the wire that is connected from “R” to the interrupter. No. 11, 
the ground wire ‘"G,” then leads to the ignition switch No. 8 where 
then the current ])asses through and returns to the lighting switch No. 
16, and then returns back to the negative of the dynamo. If coming 
from the storage battery, passes down to “Y” 13, then through the 
interrupter from No. 12 and out of the interrupter to “G” No. 9, then 
to the ignition switch, through the ignition switch where it returns 
to No. 16 at the lighting switch; from there to the ammeter No. 17, 
then returning back to tlie storage battery to the negaive No. 6 from 
where it started. 

In connecting a set of dry cells, you will notice that we do not 
use extra wires; no more than is necessary, so we run one wire from 
the dry cells over to No. 3 at the starting switch, as that will reach 
“Y,” or No. 13, or will reach the electric horn from the lighting switch 
No. 16. This set of dry cells are used for only starting, which is not 
necessary. We also use them for running the horn. The storage 
battery will start the engine as easily as the dry cells. 

You will notice the horn is connected to the ignition switch and 
from the other side of the horn is connected to the push button where 
it is fastened on the side door, then it returns back to the lighting 


























































































OF THE AUTOMOBILE 


129 


switch where it goes to No. 3 at the starting switch and returns to the 
dry cells. 

Now we will start the full cycle of this system, tracing the illus¬ 
tration lines of Fig. No. 8 as the engine would be in operation. First, 
push down the starting switch which closes the circuit at No. 3 at 
the starting switch. The current leaves battery positive, passing to 
No. 3 through the starting switch, through the starting motor, returns 
to negative of storage battery. This puts starting motor in motion, 
which puts engine in working power. This causes the revolving of 
the generator in which the current leaves the generator, passing to 
the cut-out relay. From there it returns to positive; from positive it 
passes to “Y”; from “Y” it passes to No. 3 at the starting switch, 
then to the positive of the starting storage battery, where it returns 
out to neg'ative to No. 8 and through the ammeter No. 17, returns to 
lighting swdtch 16 and back to the negative of the generator. Where 
this generator may be putting out 15 amperage, there will be 2^^ pass 
through the induction coil at “Y” and come out on “R” passes to in¬ 
terrupter and through the interrupter and back to “G” No. 9 ; there 
I)asses to the ignition switch No. 8 and passes over to “SB” then re¬ 
turns back to the lighting switch 16, or returns back to the generator. 
This causes a line of force to take place in the induction coil, which line 
of force is broken by breaking the current in the interrupter which 
increases a high pressure in the secondary winding which passes to the 
center of the distributor and then is distributed to the cylinder which 
is on compression stroke dead center at that time. This causes the 
power stroke of that cylinder. If the current should return from the 
storage battery through the induction coil through the motor running 
too slow to generate a current from the dynamo, it would pass from 
j^ositive of the storage battery No. 2, passing to No. 3, then to “Y” 
No. 13 at the induction coil, through the primary winding out at “P.” 
No. 12 to the interrupter No. 11, through the interrupter out on No. 
10 to “G” No. 9, then would pass to the ignition switch No. 8 where 
it would pass across to “SB” and then to the lighting switch No. 16, 
passing to the ammeter 17 and through to the starting motor No. 8, 
then back to the storage battery to the negative point No. 6. This 
would do the same work as just mentioned through the current of the 
generator passing through the same source. If the current should he 
carried to the lights through turning the switch on, the current would 
leave the generator from the positive, passing to “Y” only to pass on 
to No. 3 at the starting switch, where it would pass then to the light¬ 
ing switch No. 16, then out to each and every light and return back 
to the negative of the generator where it started. If the current came 
from the storage battery back to the lights through the motor stand¬ 
ing still or not running fast enough to generate a current, the cur¬ 
rent would leave positive No. 2, passing to No. 3 at the starting switch; 
it would pass to the lighting switch No. 16, then through each and 
every light, where it would return to the ammeter No. 17 back to the 
starting motor No. 8, then returning to the negative No. 6. If .“Start¬ 
ing on the dry cells, the current leaves No. 7, passing to the starting 
switch “D B,” then across to “G,” passing down to “G” No. 9, pass¬ 
ing through the interrupter at No. 10, coming out at No. 11 to “R” 
No. 12, passing through the primary winding, coming out at “Y,” re- 


130 


THE USE AND ABUSE 


• 

turning to No. 3 at the starting switch, then returning back to tlie 
negative No. 14 at dry cells. This does the same work by passing 
through the primary winding as the current that has passed through 
just mentioned. If the circuit is closed to the electric horn, the cur¬ 
rent leaves the positive ])oint at the dry cells where it passes to “D 11” 
then to the horn; through the electric horn to the horn button, then to 
the lighting switch No. 10, then to No. 3 at the starting switch and 
returns back to the dry cells No. 14. 

This illustration that I have just carried you through, would be 
well for you to trace this current over a great many times before you 
will be able to memorize it. You should practice drawing this illus¬ 
tration until you can draw it without looking at it. This is the only 
method of learning a thing by heart. 

STARTING 

Closing the starter switch through pressing the foot pedal con¬ 
nects the starting motor with the battery, as illustrated by diagram, 
this circuit being entirely complete and independent of the lighting 
circuit. The battery current gives necessary power to the starting 
motor to crank the engine through the gearing. 

After the starter has cranked the engine for a reasonable period, 
ten to fifteen seconds, the engine will start on its own power. Fail¬ 
ures to start promptly are often due to faulty ignition, poor carbure- 
tion, or other similar troubles encountered in hand cranking. Don’t 
expect the starter to take the place of your engine, it is not designed 
for motive power. Don’t waste time or battery current on the starting 
equipment in the belief that it is solely up to the starter to crank the 
engine until it runs on its own power. 

CARE 

Should be taken to see that all wiring is in good condition, that 
all connections are kept tight and clean, as failure of the motor to 
operate when the switch is closed indicates either a corroded or loose 
connection in the starting circuit, which may exist either at the bat¬ 
tery, starting switch, or starting motor, or may be the cause of a 
broken battery cell, a battery almost discharged, a short circuit or a 
ground. The starting motor itself comprises merely a shell containing 
four field poles with their windings, the armature, and the brushes. 
It is, therefore, evident that the failure of the starter to start will only, 
in remote cases be traceable to mechanical troubles in the motor. The 
removal of the nickel-plated end cap allows ready inspection of the 
])rushes and commutator, and should these ever require attention, 
same should not be tampered with by anyone unless thoroughly 
familiar with this class of work, or can follow instructions implicitly. 

Starting systems are installed for the purpose of cranking the en¬ 
gine and for that purpose only. To test the strength of the starting 
equipment by having it ])ropel the car involves an unnecessary strain 
on the starter and gearing and a foolish waste of battery current and 
this practice should ])e resorted to only in extreme or necessary 
cases. 


OF THE AUTOMOBILE 


131 


DEACO 6-VOLT ELECTRIC LIGHTING GENERATORS. 

The Generator with the Storage Battery connected by wires 
through the Automatic Cut-out, forms a complete and independent 
electrical circuit, and has for its purpose the supply of electric current 
to the battery to replenish that consumed for starting, lighting, and 
other purposes. 

The action of the generator in the manufacture of electric cur¬ 
rent has already been described, power from the engine rotating the 
armature in a magnetic field at engine speed or times engine speed, 
the design being such that on the average car, the lamp load is bal¬ 
anced at a driving speed of \2 miles per hour. Inasmuch as the aver¬ 
age driving speed is upwards of 15 miles an hour, a supply of current 
in excess of that required for the lamps is assured at all times, this be¬ 
ing sufficient to keep the battery charged and in a healthy condition 
even if little day driving and considerable night driving is maintained. 

The output of the generator is held to 15 amperes maximum out¬ 
put for engine speed generators and 12 amperes maximum output for 
1 ^2 times engine speed generators. The maximum output is reached 
at about 20 miles per hour driving speed, and at-higher driving speeds 
begins to taper off slightly in rate of charge. This regulation, or 
means for keeping the current supply from the generator to safe 
limits, regardless of engine speeds, is attained in a very simple man¬ 
ner, without the use of any auxiliary devices whatsoever. 

The control of output is by armature reaction, that is, the design 
and connections of the machine are such that as the speed increases, 
beyond the determined or maximum output, the current in the arma¬ 
ture begins to react on the current in the fields, causing the field cur¬ 
rent to become weaker, which in turn affects the output of the ma¬ 
chine. This entire regulation is obtained by means of a small brush 
to which one side the field winding is connected. This small brush 
is offset from the main brushes, the degree of offset being determined 
by the output desired. The shifting of these brushes, therefore, has 
much to do with the output and regulation of the generator, and tam¬ 
pering with these brushes, other than an occasional inspection and 
cleaning of commutator and brushes, should be refrained from. The 
terminals of the generator are not marked X or — as with this design 
of generator, it will automatically find its proper polarity when con¬ 
nected to the battery. With no trappy controlling devices,’ only one 
part, the armature rotating, a construction rugged and simple, little 
or no trouble should be encountered, if common sense treatment and 
usage is accorded these devices. 

The automatic cutout is for the purpose of preventing the bat¬ 
tery from “discharging” itself, through the windings of the generator, 
when the speed of the generator is too low to put a charge into the 
battery. This automatic cutout is a simple electro-magnet connected 
1o the generator, operating contacts which connect the battery with 
the generator when the generator produces sufficient voltage to charge 
the battery, and disconnect the battery from the generator at speeds 
below six miles per hour. 


132 


THE USE AND ABUSE 


DEACO LIGHTING AND STARTING SYSTEM 

ILLUSTRATION . 

You will find the Deaco system a very simple and easy system 
to trace on which the cut-out relay is shown as an open view, which the 
light wire is a shunt winding; the heavy wire is the series winding. 
The gap at “G” will be noted an open point in which the current can 
not pass through until this core through the winding has become 
magnetized. You will notice the starting motor is connected at the 
fly wheel. This comes enmesh through the closing of the starting 
switch which moves the gear enmesh with the gear on the fly wheel. 

The dynamo is a type when put onto a current that is capable of 
keeping the storage battery fully charged, if the proper amount of 
lights are used and accidents of shorts are avoided. 

In first wiring this up, it is necessary on this system to know 
the positive and negative points, although you will find these systems 
are supposed to be so that they can be connected without connecting 
them wrong, no difference which point is connected, positive or nega¬ 
tive, as the polarity of the battery is bound to be right. This is 
through the winding of the dynamo, but it is very easy matter for 
you to find the positive point if you desire by connecting a wire to 
the positive and negative, then drop it in a glass of strong acid 
vinegar. The wire which bubbles greatest is the negative, the wiring 
which has a few bubbles coming from it is the positive. 

The positive point of a dynamo must always lead to the positive 
point of the cut-out relay “D.” The positive here is No. 5. This cut¬ 
out relay is always marked. Then there must be a wire returning 
back to the dynamo from “D” negative at the cut-out relay which 
is No. 6; then the current that leaves this cut-out relay always leaves 
at “B” positive, where it passes to the positive point of the storage 
battery. It isn’t necessary to lead a wire clear to the storage battery, 
so we connect it at the starting motor No. 2, as this wire leads to the 
positive point of the storage battery. 

The return current comes from the negative point of the storage 
battery. It isn’t really necessary to fasten the wire from the nega¬ 
tive, but can be fastened from the starting switch terminal, which 
leads to the negative point of the storage battery. This wire must 
always be fastened to an ammeter if you have one. The current must 
always pass through the ammeter after leaving the storage battery 
or just before entering the storage battery, but must always be con¬ 
nected on the small wire, but never connected at the large wire 
between the starting motor and the storage battery. The other wire 
that leads from the ammeter on the return current must be fastened 
to “B” and “D” negative, where it makes its return to the dynamo, the 
point of starting. 

I'he lighting switch which we have here is a switch in which 
you turn once, it gives you the side light, tail light and speedometer. 
The next turn throws the side lights out and gives you the head lights. 
One more turn gives you all the lights, and one more turn, turns them 
all out, so it is necessary for you to connect the wires to the lead from 
“H” marked on the lighting switch. The side lights connect to letter 
“S” marked on the lighting switch; the speedometer and rear light 
connect to “R B,” must be connected to the storage battery which 


^y3J.j.v0 


OF THE AUTOMOBILE 


133 































































































134 


THE USE AND ABUSE 


can be connected to No. 6 “B” and “D” negative and to No. 8 “B’' 
positive, and it makes no difference which wire is connected to which, 
nor the wires which lead to the lighting, it makes no difference which 
is connected to which side of the lighting switch; it will work either 
way. 

Now in starting the engine, we first turn on the ignition switch 
and then push down on the starting switch, when this current 
leaves the positive point of the storage battery passing to the starting 
motor No. 2, going through the starting motor, leaving at No. 1, it 
returns to starting switch No. 3, where it passes through the start¬ 
ing switch at a low resistance, then returning to negative of storage 
battery. After this, the starting of the motor, turning very slowly, 
brings the gears enmesh at the fly wheel, then the starting switch is 
■ forced on it, which puts it in full cranking power. After this has been 
done, the current leaves the dynamo at No. 4, where it passes to “D” 
positive No. 5, passing across the plate at “P” it passes through the 
shunt winding then passes out at No. 6 “B” and “D” negative, where 
it returns to the dynamo No. 7. This causes the core to become 
magnetized, which draws the points together, closing the gap at “G,” 
then the current leaves the dynamo at No. 4 positive, passing to “D” 
positive No. 5, where it passes across the plate at “P” to the point at 
the gap; as it is closed now it passes through the series winding and 
out at “B” positive No. 8, then passing to the starting motor at “S,” 
leaving over to positive of storage battery where it passes through 
the storage battery and out at the negative, passing through the am¬ 
meter, returns to “B” and 'T3” negative, where it returns to the dyna¬ 
mo, the point of starting.* 

W’hen the lights are turned on, if this machine is putting out 15 
amperage, 15 amperage leaves the dynamo, passing to “D” positive, 
passing across the plate to “P,” over through the gap “G,” leaving 
“B” positive No. 8 where ten amperage ])asses across to the lighting 
switch “B” No. 10, and the other five passes down to “S” through to 
positive of the storage battery through to the negative and out at the 
ammeter, showing a charging rate of 5 amperage leading to “B” and 
“D” negative, where the ten amperage passes through the lighting 
switch to each and every light, returning back to “B” and “D” nega¬ 
tive, where it returns to No. 7 from where it started. Should we 
stop the engine, or the motor should be running so slowly that 
it would not be generating, a current would leave positive of 
storage battery leading to our lights, it would pass to No. 2, where it 
would pass to “B” positive and undertake to go throi:gh the series 
and discharge by passing out at ‘T)” positive and through the dynamo, 
out at 7, back to “B” and “D” negative where it would return through 
the ammeter and back to the storage battery at negative. To pre¬ 
vent this, the current passing through at No. 8, through the series 
winding in the opposite direction from what that current was passing 
before, it changes the polarity which demagnetizes the iron core al¬ 
lowing the two points to fly apart at the gap “G” where the current 
can not pass through any longer, but must pass to No. 10 at the light¬ 
ing switch and to each and every light, it returns to “D ” and “B’’ 
negative, where it returns through the ammeter, showing a discharge 
and back to the negative of the storage battery from where it started. 


OF THE AUTOMOBILE 


135 


JUNIOR DELCO LIGHTING AND STARTING SYSTEM 
WHICH IS USED ON THE BUICK. 

This system is a ground system; by that I mean one side of the 
connections are fastened to the frame of the motor. When we speak of 
the ground on an automobile we speak of the frame only and not 
of the earth. 

The junior Delco is a very simple system; very easy to take care 
of and is adopted on a good many different cars. 

At the ignition relay No. 1, you will notice that we have con¬ 
nected a set of dry cells; these dry cells are merely for starting only. 
At No. 3, at the ignition relay, we connect the ignition coil to No. 4; 
from No. 2 at the ignition relay, we connect to No. 2 at the induction 
coil. From No. 3 the high tension wire is connected to the center 
of the distributor. No. 1 is connected to the dry cells also. From the 
dynamo No. 1 and No. 2 the large wire is connected to the positive 
point of the storage battery. From the negative point of the storage 
battery is connected to the frame of the car. No. 2, on the motor 
generator, we connect to the lighting switch, to the horn button, also 
to the horn and to the frame. From the lighting switch on the op¬ 
posite side, we connect and wire to each one of the lights and from 
the other side of the lights to frame. From No. 2 on the induction 
coil, we connect the wire to the breaker box No. 2, where the other 
end of it grounds. In the distributor we wire No. 1 to No. 1, No. 2 
to No. 2, No. 3 to No. 3 and No. 4 to No. 4, which would make the 
fire 1, 2, 4, 3. The operation of this is such: Turning the ignition 
switch to No. 2, the current leaves the dry cells at No. 5, passes to 
No. 1, from No. 1 to No. 3, and No. 3 to the frame of the motor; from 
the frame of the motor to the interrupter No. 2, passing to the induc¬ 
tion coil No. 2, through the primary winding to No. 1, to No. 3 at the 
ignition switch. No. 2 at the ignition switch, and back to the dry cells 
from where it started. While passing through here it creates a line 
of force which the ignition relay creates a line of force vibrating, but 
breaks the line of force, inducing a high pressure in the ignition coil 
No. 3 to the center of the distributor from the center of the distributor 
No. 1 spark plug, back over the frame of the motor to the ground 
wire and back into the ignition coil No. 4 from where it started. 

The primary current takes place with the breaker points to¬ 
gether; when the breaker points break apart, then the current must 
leave the dry cells from the point No. 5, passing to the ignition relay 
No. 1, and then to No. 2 on the ignition relay. From 2 it passes to 
No. 2 on the ignition coil, but can not flow to No. 2 at the breaker 
box as the two points are broken apart. For that reason, it passes 
on through the ignition coil and to No. 3 at the ignition switch, to 
No. 2 at the ignition switch and back to the dry cells from where it 
started. As it does not go through the winding at the ignition relay 
to cause it to vibrate, there is no current broken and as the current 
isn’t broken, the lines of force do not l)reak in the ignition coil and 
for that reason, there is no spark being delivered while the two points 
on the breaker box are apart. Otherwise, it would seem that there 
would be a continual vibration. 

When the motor has been started, the current then comes from 
the generator. It passes from the generator through the cut-out re- 


OBLCO 


THE USE AND ABUSE 



















































































































































OF THE AUTOMOBILE 


137 


lay inside the generator, through the shunt winding and 1)ack to the 
armature winding from where it started. This creates a line of force 
in the cut-out relay, closing the series circuit, from which the cur¬ 
rent leaves the dynamo, passes through the series winding, then 
passes to No. 2 at the dynamo. From 2 it passes to No. 1 at the 
ignition switch to No. 3 to No. 1 at the ignition coil, to the primary 
winding, to No. 2, and from No. 2 to No. 2 at the interrupter, and 
then over the frame back into the dynamo from where it started. 
While passing through here, it creates a line of force; a line of force 
is broken by the breaker at the breaker box No. 2, breaking this 
current, it breaks the line of force which induces a high pressure in 
the secondary winding, which leaves No. 3, passing to the distributor 
to No. 2, and No. 2 spark plug back over the frame of the motor, the 
ground wire and back into No. 4 and induction coil from where it 
started. When the lights are turned on, the current leaves No. 2 at 
the dynamo, passing over the wire to the ignition switch and dividing 
and going on to the lighting switch, where it passes to each and every 
lamp, returning back over the frame of the motor to the ground of 
the dynamo from where it started; where the rest of the current that 
goes to the ignition switch passes on through the coil as just de¬ 
scribed. 

When there is a current flowing from the generator to the 
storage battery, it passes from No. 1 to the storage battery positive, 
through the storage battery to the negative, back over the frame to 
the ground of the generator from which it started. 

When the lights are being used and the generator is not in 
operation, the current then must come from the storage battery, pass¬ 
ing from the positive to No. 1 of the generator. It can not pass 
through the generator and short, returning to the storage battery on 
account of having to go through the cut-out relay, and going through 
the cut-out relay in the opposite direction, will change the polarity, 
causing the two points to fly apart, breaking the series circuit; there¬ 
fore, the current will pass from No. 1 to No. 2. As this point is an 
insulated point on the dynamo there is no way for a current to short 
here at No. 1 and No. 2; passing from No. 2, passes to the lighting 
switch and from there to each and every light, off on the frame and 
returns to the storage battery again from where it started. 

The Junior Delco is a very simple system and if you will study 
this illustration carefully, you should have no trouble in wiring a 
Junior on most any car with which you may come in contact. The 
method of learning these drawings is by practicing drawing the il¬ 
lustrations until you can draw it without looking at it. You will 
find sometimes by trying to make the drawing that you will make 
mistakes; then study where you have made that mistake and try to 
draw it again ; by doing so you will finally master your drawing until 
you are capable of making the drawing without looking at it. Also 
practice tracing the current; once you have mastered this, you will 
be able to master any drawing that you may come in contact with. 
If it should be a magazine of some new electrical starter that has 
been put out, it will be easier for you to master it and understand it 
by studying and practicing these drawings you have here. All elec¬ 
tric lighting and starting systems work on the same principle. There 


138 


THE USE AND ABUSE 


is no reason, after you have studied these carefully that you have in 
this book, but that you ought to be able to master any electric start¬ 
ing device that you may come in contact with. It is the same thing 
over and over with each and every system. They must be made a 
little different so as not to infringe on other people’s patents, but the 
working principle is the same. 



FIGURE NO. 44 


This illustration shows a Gray & Davis Generator and Starter 
equipped on a Ford car, which is adapted for this certain car and 
other cars as well, but this certain generator is adapted especially for 
the Ford and has proved very satisfactory in every way. You will 
find the illustration showing a wiring diagram on Figure No. 51. 
















OF THE AUTOMOBILE 


139 


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140 


THE USE AND ABUSE 


















































































































OF THE AUTOMOBILE 


141 


THE VULCAN ELECTRIC GEAR SHIFT 

The Vulcan Electric Gear shift may be said to consist of two 
units—the “shifting assembly” or group of magnets attached to the 
transmission case, and the "selector-switch” or push button group 
located on the top of the steering column, in the center of the steering 
wheel, where it can be easily operated without requiring the driver 
to remove his eyes from the road ahead or his hands from the steer¬ 
ing wheel. 

The electric current required to energize the magnets is derived 
from the storage battery ordinarily supplied as part of the starting 
and lighting systems on all cars. So slight is the amount of current 
lequired to operate the gear shift that it constitutes no appreciable 
drain upon the energy stored in the battery. In fact, it may be said 
that the total current consumed in shifting gears does not exceed .005 
of an ampere hour, per shift, or sufficient to supply an ordinary set 
of lamps about 4^ seconds. 

THE SELECTOR SWITCH 

The Selector-switch which is carried on the wheel is made up of 
a number of buttons, one for each speed and one for “neutral” which 
has no electric connection. There is also a button for operating the 
horn in the center. These buttons are provided with arched, laminated 
contacts of copper, backed up with a steel spring and insulated from 
the button proper. The top of the switch carries a locking-plate for 
locking in button which may be depressed and also carries an inter¬ 
lock, which makes it impossible to press down more than one button 
at a time. At the bottom is a hard rubber base, which carries a copper 
contact for each button and a contact common to all speeds. It also 
serves as a base for a return spring provided for each button. 

THE WIRING 

The wiring is extremely simple. There is one “lead” passing out 
each coil through a “terminal” block to its particular speed button on 
the selector-switch, while the others lead from the coils joined to a 
neutral wire directly through the terminal block to the battery, with 
the master-switch intervening, while another wire from the battery 
passes through the terminal block to the contact of the selector-switch 
which is common to all speeds. It is easy, therefore, to follow the 
flow of the current. It travels from the terminal of the battery through 
all depressed push buttons on the selector-switch down and around 
the coil selected and then back to the other terminal of the battery. 
(See Fig. 15.) 


142 


THE USE AND ABUSE 


BLACK 
a RCD 



BLACK 

BLACK 
a RED 


FIG. NO. 51. 
























































































































































OF THE AUTOMOBILE 


143 


Figure No. 51 shows a Gray & Davis used on the Ford, which 
you will find working practically the same as the other systems which 
have been explained. The starting of this I shall explain to you. 

The pushing down of the starting switch causes the current to 
flow from the positive No. .2, where it passes to the ground, then over 
to the generator, where it passes through the motor brushes and 
returns over the wire No. 11 to the starting switch and back to the 
storage battery No. 3, where it started. After the motor has been 
started, the motor brushes on the commutator raise and the generator 
brushes are left down ; the motor now is a generator in which the 
current flows over the ground to the ground wire, where it passes into 
the battery, through the battery out at No. 3, where it passes to the 
starting switch at No. 1) and over the green wire to the dynamo again 
from where it started. The current leaving this dynamo must first 
pass through a cut out relay, passing through the shunt, closing the 
series, and then passing through the series winding before leaving the 
dynamo. In case the lights are turned on, the current can pass to the 
lights, and back over the wires to the lighting switch, and from the 
lighting switch over the wire No. 7 to the light, from the generator 
over the frame to each and every light, then to the lighting switch 
where it will pass from No. 6, passing to the generator No. 13, where 
it will pass back to where it started from. In case the generator is not 
in motion, the current then will come from the storage battery, where 
it passes from No. 2 positive to the ground to the frame where it will 
pass to each and every light, passing back to the lighting switch to 
No. 6 to the dynamo Nh). 13, to No. 12, and back over the green wire 
into the storage battery from where it started, No. 3. 

ILLUSTRATION OF A DELCO SYSTEM AS USED ON A 

PACKARD. 

The Delco is a compound wound motor, putting out high pres¬ 
sure at times and will always put out enough current to keep the bat¬ 
tery fully charged. I have known of storage batteries to be run clear 
down and starting the motor, recharging the storage battery back 
again until it would start the motor from its own current and build it 
back again until the lights were perfectly bright. This proves that 
this machine will put out plenty of current to supply its battery. It 
is also taken care of by the means of a volt regulator. This is wired 
the same as most any other system. We have at No. 21 an interlock 
switch which must be closed before the circuit cam flow from clos¬ 
ing the starting switch. ^\T also have at No. 2, 7 and 12 a knife 
switch. This is thrown across when the starting switch is forced in ; 
at No. 38 there is a resistance coil to prevent from too heavy charg¬ 
ing due to the different temperature of heat. It can be regulated for 
winter, summer, spring and fall. 

At No. 35 and 34 you will notice the cut-out relay which opens 
the same as on the other systems. The fine winding at the dynamo is 
the field winding of the dynamo, ddie heavy winding is the field 
winding of the starting motor. This fine winding point must be con¬ 
nected from No. 5 to the volt regulator 39. From No. 14, which is 
the dynamo terminal, leads to the ammeter 35, passing through the 
ammeter where it passes to the knife switch 12, and then through the 


144 


THE USE AND ABUSE 


cut-out relay and back, which is connected from this point to the cut¬ 
out relay and the positive point of the storage battery. 

From the starting motor terminal No. 7, the wire is connected 
to the negative point of the storage battery No. 11. From the field 
winding of the starting motor, is connected at 3 where the knife switch 
makes connection and passes to the positive terminal of the storage 
battery. The wire is connected from negative of the storage battery 
No. 11 to the interlock switch and to the cut-out relay at 24; from 
the cut-out relay there is a wire leads from 18, and from the interlock 
switch to No. 18. The operation of this current operates as such: 
h'irst, close the interlock switch No. 21, then push the starting switch. 
If the current leaves positive and passes from No. 1 to No. 2 at the 
knife switch, where it passes through the ammeter and then to 
No. 14, passing through the armature out at 18 and through the field 
out at 5, over to the volt regulator through 39, where it passes through 
the mercury of the volt regulator, through the small pin, then passes 
through the winding, out at No. 40, then it passes through the regu¬ 
lator 38, passing up to 17, it passes across to 18, through the inter¬ 
lock at 20, through the gap 21 to 22 and back to No. 11 negative, 
from where it started. This starts the motor to turning over slowly 
which brings the gear enmesh with the fly wheel. Then the starting 
switch is pushed on down, which throws the knife switch across from 
No. 2 to No. 3, where the circuit is closed, and puts the motor in full 
cranking power, and the current leaves positive No. 1, where it passes 
from 2 to No. 3 over the wire to No. 5, through the field winding back 
through the commutator No. 6, through the armature winding out 
over the large wire No. 7, it returns back to 28, where it passes to No. 

11 and to the storage battery from where it started. This puts the 
motor in power which causes the clutch to let go as the dynamo is 
being turned faster and causes the other clutch to take hold. This 
turns this as a dynamo through the interlock switch flying out and 
the knife switch as sliding back into its place; the current then leaves 
the dynamo through the pressure increasing in the field winding, 
which passes to the volt regulator No. 39, then passing through the 
mercury, causing heat, it passes out at 40 where it passes through the 
regulation of the winter and summer regulator, passing through the 
resistance of 33, where it passes to 17 and then back to the field wind¬ 
ing from where it started. This brings a pressure up at the field 
which causes the current to increase in the armature winding, which 
leaves the armature at No. 14, passing to the armature 35, going 
through the ammeter, it passes to No. 12 at the knife switch, where 
it passes up over the wire No. 38, passing through the shunt winding 
35, it passes over the wire 35, 18, 17 and back to 18, from there to 15 
in the dynamo from where it started. This causes the core to become 
magnetized at the cut-out relay, which draws the two points together 
at 24, closing the series circuit. The current then leaves 14, where 
it passes through the ammeter 35 and then through the knife switch 

12 to No. 2, passing to the positive point of the storage battery No. 
1, out at No. 11, it passes to 22 then to 24 through the series 34 and 
out at 25 over 18, 17, and back to 18 into 15 from where it started. 
This current passing through here charges the storage battery. 

In case the motor is speeded up so that it would start to generat- 


Simplified Diagram of Deloo S^’bteai as used on the Packard. 


OF THE AUTOMOBILE 



145 


















































































146 


THE USE AND ABUSE 


ing- a higher current, the result would be a pressure would back up 
at the volt regulator and this would cause the pressure to decrease 
at the field winding. The pressure decreasing at the field winding will 
cause the current to decrease in the armature winding. The moment 
that the machine drops, its speed pressure will decrease at the volt reg¬ 
ulator causing the pressure to back up at the field winding which will 
cause an increased current in the armature winding. This working vice 
versa keeps the pressure or current at one certain point at the dynamo. 
This is governed through this volt regulator No. 40. It has a small 
needle coming through the center; as you will notice No. “h” points 
towards the top of this needle. This needle is in the mercury which 
makes connection with the circuit flowing through the mercury, which 
the mercury heating causes it to rise. As it rises it makes connec¬ 
tion with the wires or cut-out resistance; cutting out the resistance 
that allows the current to flow through more freely. Wdien the mer¬ 
cury drops again it causes the resistance to cut in, which makes up a 
])ressnre and causes the pressure to decrease at the field. If there 
should be a battery fully charged, the result is that you can not over¬ 
charge this battery as the current that leaves No. 14 passing through 
the ammeter to 12 and through the knife switch to 2 passing to the 
])Ositive point, through the battery and out the negative 11. When 
the battery is fully charged, part of this current divides at No. 38 
where it passes across to No. 29 and through the regulator 38, 37 and 
tlirough the resistance coil 33, where it passes to 17 and back to 18 to 
the dynamo from where it started. The resistance through this regu¬ 
lator is just enough to prevent the current from coming that way; as 
long as the pressure is below 6 volts in the storage battery and we 
raise to 6 volts in the storage battery and above, then the resistance at 
the storage battery is just as great, if not a little greater; than the 
resistance of No. 33. If the current should flow from the storage 
battery back, it would pass through the knife switch and through the 
ammeter and undertake to go through the dynamo, passing through 
18, 17, 18 and 35 at the cut-out relay, where it would undertake to go 
through 34 and going through the opposite direction, would change 
the polarity, which would cause this to demagnetize, throwing the 
two points apart at 24, which would break the circuit. This would 
not allow the current longer to flow in this direction, so preventing 
tlie battery from discharging. 

The cut-out relay acts the same as a check valve on a steam en¬ 
gine when forcing water into the boiler by means of an injector; the 
pressure by which it is forced in is dry steam taken from the top of 
the steam dome where it is forcing water against water pressure. 
After this water has been forced in it would return again back out 
through the injector if it was not by means of a check valve which 
seats back to its ])lace, preventing the water from returning; so the 
cut-out relay acts the same as this check valve to ])revent the current 
from flowing back in the opposite direction from the way that it was 
flowing, and discharging the storage battery through the dynamo. 

You will find instead of this system, the Junior Delco is being 
used on a great many different cars as it is more simple and easier 
for beginners to operate and to care for. 


OF THE AUTOMOBILE 


147 


DIAGRAM OF GRAY & DAVIS LIGHTING SYSTEM 

The Gray ^ Davis system is used on a great many cars. The 
starting motor is no different from any other series wound. They all 
work on the same ])rinciple and for that reason it isn’t necessary to 
make a drawing of the starting motor as you well understand the 
connections of any starting motor which you will see in the other 
illustrations. 

1 he Gray & IJavis system as shown here is very simple and easy 
to learn the tracing of the current and the wiring. You will notice 
the cut-out relay shows a fine wire which is the shunt leading out to 
No. 2; the series is a heavy line which leads to No. 3 through the gap, 
the ammeter No. 5 and No. 6. 

The lighting switch, you will notice a return circuit to “S” which 
is a series through the dynamo. The negative is connected from the 
dvnamo to No. 2 at the cut-out relay, which will be marked dynamo 
‘‘D and B” negatiye. The ])Ositiye of the dynamo leads to No. 1, 
which will be originally marked dynamo “D” positiye, will be marked 
at No. 3 which leads either to the lighting switch or at the same 
terminal which leads to the ammeter, or leads to the ammeter and 
connects from the ammeter to one point at the lighting switch. The 
lighting switch marked “B” will be connected to “S” at the dynamo 
where your No. 2 will also lead to the storage battery negatiye, and 
from the other side of the ammeter to positiye. The current leaying 
this dynamo passes from the positiye dynamo to No. 1 where it 
passes through the fine winding which is the shunt, passing out No. 
2, returns to negatiye, the dynamo from where it started, or passing 
tl'irough it creates a line of force which causes the iron core to become 
magnetized; this attracts the spring at the bottom which brings the 
tvyo gaps together, closing the series. The current then leayes the 
positiye of the dynamo, passing to No. 1, then through the series 
])assing through the two gaps that are together out at No. 3 where 
it passes to ammeter No. 5; passing through the ammeter showing a 
charging rate, passes oyer the red wire passing to the positiye point 
of the storage battery, ])assing out on the black wire negatiye, pass¬ 
ing to No. 2, and from No. 2 to the negatiye point of the dynamo 
from where it started. 

The current going to the lights and storage battery, the current 
leayes positiye of the dynamo on the red wire, passing to No. 1, pass¬ 
ing through the series winding, passes out on No. 3 or ])asses to the 
ammeter NT). 5 where the current splits, part of it passing to the lights 
“B” and out to each and every light, returning back on the yellow 
wire to “S.” The other current passing through the ammeter over the 
red wire at the storage battery, returning through to the negative 
back over the black wire to No. 2, back to the negative of the dynamo 
from where it started. If the current leaves the storage battery 
through the motor not running or not running fast enough to charge, 
the current leaves positive over the red wire, passing to No. G at the 
ammeter, through to No. 5, where it passes to the lighting switch, 
from the lighting switch to each and every light, it returns back at 
“B,” over the yellow wire to “S,” where it passes through the series to 
the negative over the black wire to No. 2, then back to negative of the 
storage battery. 


148 


THE USE AND ABUSE 





f*> 

0 





















































































































OF THE AUTOMOBILE 


149 


NORTH EAST STARTING & LIGHTING SYSTEM. 

1 he Northeast is used on cheaper cars and is being equipped on a 
great many Fords. You will find the storage battery about double 
the capacity of the ordinary storage battery, but is a split circuit. I 
mean by that, one-half of the pressure is feeding to one-half the lights, 
where the other half is feeding to the other half of the lights. Through 
this there will only be one-half of the pressure being used. If we 
were to use the full pressure on the lights, we would burn them out. 
We use the full pressure for starting the starting motor. This start¬ 
ing motor is a dynamo and starting motor combined, which is a com¬ 
pound wound motor, otherwise it operates as a motor and operates 
as a dynamo. When the circuit is flowing through the starting motor 
or it leaves the storage battery at about 12 volts, returning to the 
storage battery again from where it started, but when the lighting 
switch is turned on, the current leaves the storage battery one-half its 
pressure to one-half the lights, and returns and leaves the other point 
of positive one-half its pressure and returns. 

In this system you will find one current flowing in one direc¬ 
tion and one-half of the current of this battery is flowing the opposite 
direction over the same wire. Don’t be confused, thinking that these 
currents run into one another, because electricity does strange things 
and an electric current can be carried over a wire in two different 
directions on the same wire. 

In connecting this, the starting switch is connected to the two 
center points. The negative of the starting motor is connected to the 
negative No. 3; the positive of the starting motor is connected to the 
positive point of the storage battery No. 2. The split circuit takes 
place at the center positive where it is connected to the lighting switch 
ground point. “H” leads to the headlights; “S” leads to the side 
lights and “TA” leads to the ammeter and tail light. One side of the 
lights must be connected to the wire leading from negative No. 3, 
where one-half of the lights must be connected to the wire leading to 
positive No. 2. The other side of these lights must be connected to 
the lighting switch, where the other side of the lighting switch must 
l)e connected to the pole line No. 6 which leads to the center of the 
storage battery. The current travels as such: AVe close the starting 
swdtch and the current from the positive point. No. 2 leaves the stor¬ 
age battery to positive point. No. 2 at the starting motor, No. 1 
passing through the large fields, then passing through the commu¬ 
tator through the armature, returning out the negative No. 4 where 
it returns back to No. 3 at the negative of the storage battery. This 
puts the starting motor in cranking power, when doing so, the en¬ 
gine starts. When the engine starts, this is so arranged inside with 
two clutches that one clutch takes hold when the starting motor is in 
0 ])eration until the engine starts, when the engine turns the same 
clutch faster than the dynamo which causes it to slip, the other clutch, 
wliich is connected in the opj)osite direction, takes hold and turns this 
starting motor as a dynamo, then the current leaves the dynamo at 
positive No. I, where it passes to No. 2 positive point of the storage 
i)attery, where it passes through each cell and passes out at No. 3, 
the negative, where it returns back to negative of dynamo No. 4 from 
where it started. 


r/ V1,S '1SV3 77ZW7F 


150 


THE USE AND ABUSE 











































































































OF THE AUTOMOBILE 


151 


If the current passes to the lights, you will find that the dynamo 
only puts out 6 volts where the current leaves the line passing to the 
side lights No. 10, and headlights and rear, returning from the rear, 
side light and headlight over No. 12 to the switch “T, S and H,” where 
it returns over the pole line 6 back to the qenter point of the storage 
battery, then over to No. 3 where it returns back to the dynamo, the 
point of starting. The same on the other side, the current will pass 
out at positive center point, where it passes over the pole line to the 
switch out on the line 7 to 8, through the lights and back to No. 0 
where it returns to the dynamo negative from where it started. The 
same takes place when the dynamo is not running fast enough to do 
this charging; the current leaves the positive point of the storage bat¬ 
tery where it undertakes to go back through the dynamo, but is cut off 
by the cut-out relay, then leaving No. 2 it passes to the wires No. 10 
through the side lights and head lights in rear, this half of the cur¬ 
rent passing back on wire No. 12 where it passes to the center pole 
No. 6 and back to the center line of storage battery, where the other 
current leaves at positive point over the center line, passing over the 
])ole line to the switch out on wires No. 7 and returning through the 
lights 8 and back to No. 9, back to No. 3 negative point from where it 
started. 

This system will be found a very easy system to handle and very 
easy to wire and runs very cpiiet. I should advise anyone who wishes 
to put a starting motor on a Ford to put this type on because it is 
made especially to fit a hTi'd and can be put on with very little trouble. 


The Simple Aufo-Lite Wiring Syste 


152 


THE USE AND ABUSE 



TAIL-LIGHT 









































































OF THE AUTOMOBILE 


153 


Fig. 53 shows a simple auto light wiring system which you will 
find working absolutely the same as any of the other double unit sys¬ 
tems that have been described. WD shows the starting motor, E 
shows the storage battery, E8 shows the ammeter, PT shows the 
starting switch, 5 shows the cut out relay, 4 shows the dynamo. 

In wiring up, always be sure and wire the positive point of your 
dynamo to the positive point of the cut out relay. Do not fasten any 
other wire between these two points. Then fasten B positive, which 
is shown here at No. 5, to the positive point of the storage battery, 
which here shows running to the junction block or lighting switch, 
and from there to the positive point of the storage battery. Then the 
current must return back to the dynamo from where it started, but re¬ 
turning through an ammeter or else it must pass through the ammeter 
before entering the battery. Do not put the ammeter between the 
wire on the starting motor and the starting switch. The current must 
return from the negative point of the cut out relay, also to the dynamo 
negative. You can fasten everything that you want to fasten on to 
the storage battery from the positive point at the cut out relay No. 5 
and return back to No. 3 at the cut out relay. The current from the 
storage battery to the starting motor can not be wired up wrong as 
you can not fasten the wires wrong as you fasten one wire from 
the starting motor to the starting switch and from the starting switch 
to the storage battery and from the storage battery to the starting 
motor again. When starting you push down on the starting switch, 
the current leaves the positive point of your storage battery C, where 
it passes to D, through the starting motor and out at W, and from W 
to P, at the starting switch, from P to 2, and from T to E, the nega¬ 
tive point of the storage battery from where it started. This puts your 
motor in motion when the current starts, then from the generator 
leaving the positive point No. 1, passes to the positive point at the 
cut out relay No. 2, through the shunt winding, returning to negative 
point of the cut out relay Nc. 3, back to the dynamo again. No. 4, 
from where it started. While passing through the shunt winding, it 
creates a line of force which causes it to attract a plate, closing the 
series circuit; the current then passes from the dynamo No. 1 to the 
positive point of the cut out relay No. 2, through the series winding 
and out at No. 5, where it passes then to the lighting switch No. 6, 
out at No. 7, passing to the storage battery C, through the battery out 
at E; from E it passes to the negative point of the ammeter 8, from 
the ammeter to negative at the lighting switch, through at No. 9, 
back to the negative point of the dynamo No. 4 from where it started. 
In case the light is turned on, the current then passes from the dynamo 
No. I to the cut out relay No. 2, througli the series, out at No. 5 to the 
lighting switch No. 6 to each and every light, returning back to the 
lighting switch at No. 9, returns to the dynamo again from where it 
started, No. 4. In case the car has been stopped and the dynamo is 
not running, the current then comes from the storage battery, leaving 
C it passes to No. 7 and undertaking to pass through the cut out 
relay at No. 5, would change the polarity, throwing the two points 
apart and the current then could no longer flow through the cut out 
relay since it would have to pass from the lighting switch to eacli 
and every light, returning to the lighting switch to No. 9, where it 


154 


THE USE AND ABUSE 


would return through the ammeter or shorting its discharge and back 
to the storage l^attery No. K from where it started. 

HARD QUESTIONS ABOUT THE AUTOMOBILE PLAINLY 

ANSWERED 

Question. W hat is the most important part of an automobile? 

Answer. The steering apparatus, because you depend your whole 
life upon it, the same as a pair of lines. 

Question. What is a clutch? 

Answer. A clutch is a device to release the motor power from the 
transmission. 

Question. W'dien do you release a clutch, and how? 

Answer. You release the clutch when starting, changing speeds, 
coasting, and putting on brakes. When starting your car you release 
the clutch clear out so as to stop the jack shaft, but after once running, 
and changing speeds, you only release far enough to release the motor 
power from the transmission, so as to not stop the jack shaft. 

Question. How can you tell the way a motor fires? 

Answer. By watching the exhaust valve on No. 1 cylinder open 
and close. Then watch for No. 2 and 3, the one that operates after No. 
1, shows the way the motor fires. If it is No. 3, it fires 1, 3, 4, 2, 
but if it is No. 2, it fires 1 2, 4 3, always going to 4 the third shot. 

Question. How can you find compression stroke dead center? 

Answer. By watching the exhaust valve open and close on No. 
1 cylinder, and-then getting the dead center mark even with the center 
of the cylinder, you have compression stroke dead center on No. 1. 

Question. How do you set a timer? 

Answer. Put your No. 1 cylinder on compression stroke dead 
center, then set the timer just ready to make contact with one of the 
contact points. 

Question. How many different ways can a four-cylinder motor 

fire ? 

Answer. It can fire two—1, 3, 4, 2; 1, 2, 4, 3. 

Question. Plow do you adjust valve rods? 

Answer. By putting* No. 1 cylinder on compression stroke dead 
center, then adjust the intake valve and exhaust valve, so that you 
can slip a business card between the push rod and the valve stem, 
then turn the motor half over, and adjust the next cylinder that fires 
in the same manner, then turning it half over again you adjust the 
next cylinder that fires, and so on till you have them all adjusted. 

Question. When should you adjust valve rods? 

Answer. After doing valve grinding or before doing valve tim¬ 
ing, or any time you hear a clicking coming from the push rods. 

Question. How do you find the exact dead center of a fly wheel? 

Answer. P)y putting No. 1 cylinder piston at the highest point, 
place a mechanical rule into the head of the cylinder thereby dropping 
the piston one-quarter of an inch, then ])lace a triam at the lower 
point of the fly wheel and to a counter punch mark made on the frame; 
make a temporary mark at the ])oint of triam on fly wheel, then turn 
fly wheel the other way, dropping the same distance one-quarter of an 
inch, the same as the piston was on the other side, then place triam at 
the same counter ])unch mark, and then to the lowest point of the fly 


OF THE AUTOMOBILE 


155 


w heel make another temporary mark. Divide the distance between 
these two temporary marks on fly wheel, make a counter punch mark 
in the center; turn the fly wheel back until the triani will hook in the 
counter punch mark on the fly wheel, and on the frame of the motor, 
then you are ready to place the exact dead center mark on the flv wheel 
at top even with the center of the cylinder, and a mark on the center 
of the cylinder to correspond with tire mark on the fly wheel. 

Question. What is a triam ? 

Answer. A triam is a quarter-inch rod cut 15 inches lon^-, each 
end sharpened to a sharp point, one inch of each end bent to an angle 
of 90 degrees. 

Question. How do you figure the degrees of a fly wheel? 

Answer. Pleasure the circumference of the fly wheel in inches, 
and divide the number of inches into 360, giving you the degrees of 1 
inch. 

Question. What degrees does the exhaust valve close, and the 
intake valve open? 

Answer. The exhaust valve closes between 5 and 10. The intake 
valve opens between 6 and 12. 

Question. How do you set the cams on the cam shaft to make 
the valves open and close at the proper time? 

Answer. By first adjusting the push rods so you can sli]) a 
business card between them, rvliile the cams are in the clear, then 
turn the exhaust mark even with the center of the cylinder, turn the 
exhaust cam up till it raises the push rod against the stem ready to 
leave, slip the gear on, then turn the intake degree mark even with 
the center of the cylinder, turn the intake cam uj) till it raises the 
push rod against the stem ready to oi)en, and you have your cams 
properly set. 

Question. How do you adjust a Schebler carburetor? 

Answer. For a 20-H. P. motor, open the needle valve % of a 
turn. For a 30-H. P., one turn; 40-H. P., H/4 of turn. Adjust your 
air valve till you have about of its tension tightened. Start motor; 
leave si)ark retarded while the motor is running slow. Adjust the air 
valve till the motor hits regular, then open the throttle wide o]^en. 
While the motor is running at high speed, adjust the needle ^•alve 
until your motor hits regular, then throttle down and touch up your 
low speed again wdth the air valve. 

Question. How do you adjust the Model F Schebler with a water 
jacket ? 

Answer. Open needle valve one turn. Tighten your air valve 
spring up about one-half, then start your motor; close your needle 
\ alve then till motor starts to missing, then open again till the motor 
hits regular on all cylinders; then adjust air valves till motor runs 
perfect at low s])eed; then open throttle half way, adjust the first 
adjustment screw on throttle till motor runs ])erfect; then open 
throttle wide o])en, turn the last screw on throttle till motor runs 
perfect at high speed. 

Question. How do you adjust a Stroml)erg carburetor? 

Answer. Let the gasoline fill U]) about 2-3 in the float chamber, 
by the adjustment screw above; then start the motor; tighten the light 
air valve sj)ring about ; then adjust gasoline till it stands about Yz 


156 


THE USE AND ABUSE 


while motor is running; open throttle wide open and adjust heavy air 
valve spring till motor runs perfect at high speed; then throttle your 
motor down till yon almost count the explosions, adjust the light air 
valve spring till motor runs in perfect tune. 

Question. A\'hat two things should be in first-class shape before 
undertaking to adjust a carburetor? 

Answer. First see that your gasoline is flowing free and the 
ignition system is in first-class shape. 

Question. Name the sound received from too rich a mixture or 
too weak a mixture? 

Answer. When too rich, you have a sluggish, puffing sound; but 
Avhen too, weak, you have a low, hollow tone sound. 


Question. Name the color of blaze we receive from too rich 
or too weak a mixture. 

Answer. If too rich, we receive a red, smoky blaze; if too weak, 
we receive a yellowish green blaze. 

Question. Name the proper color of blaze and the proper sound 
we should receive from the proper mixture. 

Answer. We should receive a deep blue blaze and a sharj) report, 
like two pieces of boards being slapped together. 

Question. AVhat is a vaporizer? 

Answer. A vaporizer takes the place of a carburetor, can only be 
used on stationarv oasoline entrine satisfactorilv. 

<7 m/ 

Question. \\'hat is a “Homo” fuel mixer? 

Answer. It is a device to mix air and gas more thoroughly; 
resembles a fan. Is found in the intake manifold just above the car¬ 
buretor. 

Question. \\'hat causes a pound, and what should you do when 
you hear it? 

Answer. A pound is caused from something coming loose or 
broken. You must stop as soon as possible. 

Question. If a motor runs nice on a level road, but knocks on a 
hill, what is the trouble? 

Answer. Your spark is carried too far advanced. Retard your 
spark. 

Question. What should a man do before undertaking to start a 
motor ? 


Answer. Heed this question! See that your lever is in neutral. 
1 his may save your life. 

Question. What should you do going down hill if you come to 
an icy, slippery place? 

Answer. In seeing this place ahead of you, release your clutch 
and brakes, and let your car coast over. 

Question. What is the pressure of a horse power? 

Answer. The pressure of a horse power is the pressure that will 
raise 33,000 pounds one foot high in one minute. 

Question. How do you figure the horse power of a gasoline 
engine? 

Answer. Square the diameter of the piston in inches, multiply 
410 times the diameter, times the number of cylinders gives you the 
pressure of the horse power. 

Question. How do you prevent carbon from gathering too fast? 


OF THE AUTOMOBILE 


157 


Answer. By ])iilting' No. 1 and No. 4 cylinder on dead center, 
and squirting coal oil in the head of those two cylinders, leave stancl 
over night, next night do the same with 2 and 2>. 

Question. How do you grind valves? 

Answer. By taking a very fine emery dust, or powdered glass 
and mix it with oil until it is like a salve, then place it on the valve 
seat, turn the valve back and forth, raise the valve up every dozen 
turns, give it one-quarter turn, keep this up till you have a perfect 
seat, and the pits are ground out. Donh ever turn a valve round like 
you would a bit. 

Question. How do you fix a broken shaft temporarily? 

^Vnswer. Place four pieces of iron or wood on each side, then 
wrap with wire tight, the same as a broken arm in splints; then 
fasten a wire or rope to the front universal joint, and wrap in the 
opposite direction from the way the shaft turns, and fasten to the 
back universal point, and you can drive home. 

Question. How do you get in with transmission gears stripped 

out ? 

Ans\ver. High is a speed that can’t be stripped out on the 
most of transmissions. Throw into high speed, leave the clutch in 
easy, hold the speed of your motor high, till you get your car started, 
drive home on direct drive. 

Question. Plow do you get in with the connecting rod broken? 

Answer. Take off the cylinder, remove the piston and broken 
connecting rod; take out the intake push rod, put your cylinder back 
on, drive home on what cylinders vou have left. 

Question, \\diat is the cycle of a four-cycle motor? 

Answer. The cycle of a four-cycle motor is one which completes 
four duties in two revolutions. 

Question. What is the cycle of a two-cycle motor? 

Answer. The cycle of a two-cycle motor is one which completes 
four duties in one revolution. 

Ouestion. What is the duties of a gasoline engine? 

Answer. Exhausting, suction, compressing and explosion, one 
power stroke and three idle strokes. 

Question. How do we scrape inliearings? 

x-Xnswer. Take Persian blue paint and paint your shaft just as 
light as you possibly can get it on, ])lace the shaft in the bearing or 
the bearing on the shaft, turn it around, then take it off, scrape off 
all i)oints on bearings that ])aint rubs off on. Do this until the paint 
will rub even all over the bearings. 

Question. How* do you fix a cracked cylinder temporarily? 

Answer. Get a powder that is called smoothon, mix with water 
till it is like mortar, rub it in the crack and smooth it over. hen 
this becomes dry it gets hard like iron. 

Question. How can you tell if the water is circulating? 

Answer. By taking hold of the top hose on the radiator you can' 
feel the water going through. Take off the radiator cap, sometimes 
you can see the water pumping in. 

Question. How can you tell if your water pump is working? 

Answer. TMace a screw driver to the pump in your teeth, plug up 


158 


THE USE AND ABUSE 


your ears with your fingers, and you can hear if the pump is running 
or not. 


Question. Wdiat is an air lock and where it is found.-' 

Answer. An air lock is air lock between pipes by water, is 
found in the radiator, and caused by pouring water in too fast. 

Question, ^^d^at trouble does an air lock give, and how should 
we remove it? 

Answer. Jt causes the water to boil and motor runs hot. 1 he 


best way to remove it is to leave the water out and leave motor run 
while water is running out; fill your ladiator slow. 

Question. How do we loosen the piston on a motor that is stuck 
by gum, which is caused by poor lubricating oil? 

Answer. If you have wood alcohol, pour it in the cylinders, 
work them up and down by hand till they turn free. If alcohol can¬ 
not be had, use coal oil; if not coal oil, use gasoline. Remove oil 
from crank case and pump, fill with a good grade of oil. 

Question. How many pounds pressure should we pump a tire 

up ? 

Answer. 28x8, 30x8, 82x8, 60 lbs. 


8 ()x8><, 82x8V->, 8Ix8>A 86 x 83 ^, 70 lbs. 
80x4, 82x4, 88x4, 85x4, 86x4, 87x4, 80 lbs. 


34x4>^, 85x4>d, 86x4>4, 87x43^, 42 x 41 / 2 , 90 lbs. 

85x5, 86x5, 87x5, 100 lbs. 

32x5i/>, 110 lbs. 

41x6, 120 lbs.; in real hot weather make this about 8 
lbs. less. 


Question. A\ hat is an anti-freezing process and how do we mix 
it ? 

Answer. One-third wood alcohol, about one pint of glycerine, 
and the balance water; it is a solution we use in the radiator in winter 
to prevent it from freezing. 

Question. How many kinds of intake valves have we? 

Answer. Alechanical and automatic. 


Question. If a motor runs strong on the level but fails on a 
short hill, what is the trouble? 

Answer. I^oor adjustment of the carburetor. 

Question. Mdiat are the cams used for on a cam shaft? . 

Answer. To open the intake and exhaust valve. 

Question. How do you fix a friction clutch temporarily if it was 
slipping on the road? 

Answer. By driving something thin such as hack saw blades 
under the leather, you will be able to drive in. 

Question. How do you equalize the brakes? 

Answer. By jacking the car up, and tightening your brake rods 
just so that when the brake is locked a little it is just as hard to turn 
one wheel as it is the other. 

Question. 4\’hat causes tires to rot? 

Answer. Setting in the light, driving over oily boulevards or 
allowing oil to gather on the casing. 

Question. How should you turn a corner on a slippery street? 

Answer. Release your clutch and allow car to coast. 


OF THE AUTOMOBILE 


159 


Onestion. How should you cross street car crossiiy^s or otlier 
dangerous points? 

Answer. Slow your car down until you have it under control. 
Look both ways and see that you have the clear, then cross over. 

Question. J9riving in a hilly country, what precaution should 
you take to keep your motor running cool? 

Answei. After climbing the hill starting down the next, drop 
into first or second speed, throw off the switch and let the vehicle 
drive the motor, the water is circulating, the fan is running, the 
cylinders drawing in cold air, and the motor is cooling; just before 
reaching the bottom turn on switch. Your motor will start again. 

Question. How^ do you vulcanize a blow-out? 

Answer. The casing must be cut out in layers on the inside, build 
in from the bottom up with fabric, then the outside must be built 
over with prepared gum, then it is ready for curing. 

Question. How much heat should you carry on an electric vul- 
canizer ? 

Answer. Carry your heat at 2G(). 

Question. How much heat do you carry on a steam vulcanizer." 

Answer. 45 to 50 lbs., it dei)ends on the kind of gum you use. 

Question. If you break a rear wheel down how would vou get 
home ? 

Answer. Put a pole under the rear axle, fasten it to some part 
of the motor which does not interfere with the working ])arts, tie the 
broken wheel to the pole, and the other wheel has got to turn. That 
way you can drive home on low speed. 

Question. Can we run with coal oil and gasoline mixed? 

Answer. Yes, half and half, l)ut it is not practical. 

Question. In getting in a mud hole, what would vou do if vou 
had no mud chains? 

Answer. Throw a lap robe, hay or grass under your wheels. 

Question. If you come to a muddv road where vour car gets 
one wheel on dry land and the other in the mud, what would you do 
to get through? 

Answer. Take the pin out of the brake rod of the wheel that is 
on dry land, and lock your brake just enough so that both wheels will 
have to turn, and drive on through. 

Question, llow can you tell low, intermediate and high speed 
and reverse speed on a selective type transmission? 

Answer. A short slot of the shifting guide is always high, 
straight across from it is first speed, at the other end of it is second 
speed, angle ways across is reverse. W ith one without the guides 
the high will never shift back as far as the other three points, with 
the shifting lever. 

(Question. Describe the difference between a live and dead axle? 

Answer. A live axle is one which turns, a dead axle is one used 
on trucks or double chain drives. 

Question. lCx])lain the difference between a semi-floating axle 
and a full floating axle? 

Answer. The semi-floating axle cannot be removed without 
taking the axle out from under the car and taking the differential 
apart; the weight of the car is carried on the rear axle. The full float- 


160 • 


THE USE AND ABUSE 


inj^' axle can be removed by removing the hub cap and pulling the 
axle out the way the car is carried upon the housing of the rear 
axle, for your axles have nothing to do but the driving. 

Question. What causes pre-ignition? 

Answer. Pre-ignition is caused from carbon getting hot and 
igniting the gas from its condensed heat. 

Question, ^^llat causes black and white smoke? 

Answer. Black smoke is caused by too much gasoline; white 
smoke is caused from too much lubricating oil. 

Question. How many different shorts can occur in a spark 
plug? Name them. 

Answer. Grease or dirt, or cracked porcelain. 

Question. If a motor runs good and hits on four cylinders when 
running idle, but misses on one when pulling, what is the trouble? 

Answer. You have a slightly cracked porcelain in which the 
current jumps through on heavy compression. 

Question. How should you carry the spark on the road? 

Answer. From one-half you should advance it to as far as you 
possibly can. It depends upon the speed you are running. 

Question. Hoav do we clean a dirty magneto? 

Answer. By taking it off and sousing it in a bucket of gasoline 
until you have all the grease washed out. Let it dry, oil its bearings 
and put back on. 

Question. Should a magnet be set on an iron frame? 

Answer. No, it should be set on brass, aluminum, copper, or 
some non-conductor. 

Question. How do you test a unit? 

Answer. Remove the unit that is not working, place one of the 
units that is working in the place of the one that is not working, and 
place the one that is not working in the place of the one that is work¬ 
ing, and see if they will work vice versa. 

Question. How do you adjust vibrator springs? 

Answer. Short circuit your timer points one by one, and adjust 
each vibrator until you get a rich honey bee hum. 

Question. A continued buzz in the vibrator, back firing in the 
carburetor, what is the trouble? 

Answer. A continual buzz in the vibrator, back firing in the 
carburetor, the trouble is found in the commutator; is caused from 
the short at the timer, oil soaked wires, insulation broken, dirt built 
across the points of the timer, or wire laying on the frame of the 
motor. 

Question. Give four causes of back firing through the car¬ 
buretor? 

Answer. Short in the timer, pre-ignition, improper valve tim¬ 
ing, carbon under intake valve, weak mixture. 

Question. How can you tell when the timer slips? 

Answer. Your motor will lope or will not run at all, which can be 
told by putting No. 1 cylinder on compression stroke dead center, and 
see if your timer is just ready to make contact on the No. 1 point.' 

Question, What trouble does a worn-cut timer give? 

Answer. It makes the motor run irregular, more so when the 


OF THE AUTOMOBILE 


161 


motor is rimning fast; can ])e told by placing the finger on the end 
of the timer. 

Question. What breaks a coil down ? 

Answer. Using more batteries than necessary. 

Question. What causes a coil to burn completely out? 

Answer. Too much voltage and the condenser not taking care 
of the current. 

Question. What is a condenser for? 

Answer. A condenser is to take care of the unnecessary current 
of the primary circuit, and to take care of the point of breaking and to 
prevent them from pitting. 

Question. Do all coils have condensers? 

Answer. No, only induction. 

Question. A\diat steps the current highest, induction coil or 
spark coil? 

Answer. The induction coil. 

Question. What is the difference between a spark coil and in¬ 
duction coil ? 

Answer. A spark coil has but one single winding. An induction 
coil has two, the primary and secondary. 

Question. What causes a high tension current? 

Answer. The primary current flowing over the wire creates a 
line of force, the breaking of the line of force creates a high tension 
current. 

Question. How many dry cells should we use on a vibrating coil? 

Answer. Not more than six. 

Question. How manv drv cells should we use on a magneto coil 
box? 

Answer. Four is plenty. 

Question. What do we test dry cells for, amperes or voltage? 

Answer. Amperes. 

Question. How do yon test storage batteries and why? 

Answer. We test a storage battery with a voltmeter; in testing 
it any other way we cause a current to rush out too fast and discharge 
the battery so fast that it would ruin your plates. 

Question. How many amj^eres does a dry cell test when new? 

Answer. Thirty amperes. 

Question. How much voltage does a dry cell test when new? 

Answer. Qne and three-tenths. 

Question. What does a storage battery test to the cell? 

Answer. Two and two-tenths. 

Question. How do you time a magneto in itself? 

Answer. Set the interrupter so it breaks one-sixteenth of an inch 
when it is broken in its full distance, then turn back till it is just 
ready to break; set the distributer one-third on, have the spark re¬ 
tarded, then slip gears on. 

Question, l^o we use batteries on high tension magnetos? 

Answer. Not unless they have a coil box in connection. 

Question. Will a Splitdorf magneto run without brushes on the 
magneto? 

" Answer. No, because the current is fed from the magneto 
through the brushes. 


162 


THE USE AND ABUSE 


Question. W ill the magneto run on the batteries without 
brushes ? 

Answer. Yes, for the batteiw current does not pass through the 
brushes. 


Question. How do you test the priming wires on a vibrating coil 
box? 

Answer. Fasten the wires to the terminals of the units, and 
short circuit them one by one, and this way you can tell which wire 
is connected to which unit you desire to wire to your timer point. 

Question. How can you tell the ground wire from a brush wire 
and the interrupter wire apart if the colors on a Remy coil would not 
show up? 


Answer. Fasten the two battery wires together; turn your 
switch on the battery, strike your colored wires on your battery on 
the zinc and carbon; the only two that will spark together is the 
brush and interrupter wire, the other wire is the ground. Take your 
ground wire and hold it in your hand or mark it, then turn the switch 
on the magneto, then place your ground wire on the zinc, and strike 
one of the other wires with it on the carbon, the wire that will spark 
with it is the interrupter wire, the other wire is the brush. 

Question. How do you set the magneto when putting it on a 
motor? 

Answer. Retard the spark; set your distributer one-third on. 
and set the interru])ter just ready to break; put your No. 1 cylinder on 
compression stroke and set the magneto on, and secure it fast. 

Question. Flow do you set a Uno s])arker? 

Answer. Ry having your No. 1 cylinder on compression stroke 
dead center, set the timer so it is ready to make contact with the spark 
retarded, then place the fiber lid over the to]), place the distributer 
brush on and notice the direction it is pointing in and place the dis¬ 
tributer on and the terminal it points to is No. 1. 


Question. Ydiat is the difference between a make and break and 
a jump spark? 

Answer. The make and break, the current is made and broken, 
the spark taking place at the point of breaking, and the coil not having 
a condenser. The jump spark is created by an induction coil, jumping 
across points. 


Question. What is a magnetic spark plug, a make and break or 
a jump spark? 

Answer. It is a make and break spark, the primary current pass¬ 
ing through the plug creates a line of force in the plug causing a 
plate to become magnetized in the plug, breaking the points apart 
at the plug, breaking the line of force, produces a spark at the i)lug. 

Question. Y'ould it be a good plan to put two new dry cells 
with four old ones? 

Answer. No, the four old ones would spoil the two new ones. 

Question. Does it make any difference which side of your bat¬ 
tery you connect to the ground? 

Answer. No, it does not. 


Question. W'hat is the ground of an automobile? 
Answer. The frame of the motor. 


OF THE AUTOMOBILE 


163 


Ouestion. 

Answer. 

Question, 
there ? 

Answer. 

Ouestion. 

Answer. 

(.)nestion. 

Answer. 

Ouestion. 
system ? 

Answer. 


Do we have to have ground on all systems? 

We do, for the high tension current to travel back. 

How many different kinds of propelling vehicles are 


engine 


is readv for work. 


Three—steam, gasoline, electric. 

Who invented the first four-cvcle jjasoline 
Booty Roe. 

What is a dual system? 

Anv two-circuit svstem. 

Adiat is a complete dual system or double ignition 
Two complete systems; if one may be wrong, the other 


Ouestion. Do two sets of spark plugs ever give trouble? 

Answer. Yes, they become smutted up from not being used. 

Ouestion. What is meant by neutral? 

.Answer. Neutral is a point in which your lever stands when it . 
is not in any speed whatever. 

Ouestion. Where do you locate the push rods? 

Answer. Right below the valve stems. 

Ouestion. A\'hat causes back firing in the muffler? 

Answer. Cracked porcelain, oil shorts in plug, carburetor not 
properly adjusted, worn out timer, platinum points, anything that will 
cause missing at the cylinder. 

Ouestion. What is a timer for on an automobile? 

Answer. A timer is a device to time when sparks should take 
place in cylinder. 

Ouestion. AVhat is an interrupter? 

Answer. An interrupter is a device to break the primary cur¬ 
rent when the spark should take place in the cylinder. 

Ouestion. What is a distributer? 

.Answer. A distributer is a device to distribute the high tension 
current to the different cylinders as they should fire. 

Ouestion. What is a jump gap? 

Answer. A jump gap is a device to take care of the high tension 
current in case a high tension wire comes off. 

Ouestion. Ydiere are jump ga])s found? 

Answer. In hioh tension magnetos and some magneto coil boxes 

47 O 4 7 

such as the Splitdorf. 

Question. What are the magnetos on a magneto for? 

Answer. To give off a line of force to cross the armature, so a 
low current can l)e started by breaking the line of force. 

Ouestion. What voltage is there in six drv cells, hooked in 
series ? 

Answer. Seven and eight-tenths. 

Ouestion. What voltage is there in six drv cells hooked in 
multiple ? 

Answer. One and three-tenths. 

Ouestion. How manv amperes do six drv cells test hooked in 
series when new? 

Answer. Thirty. 


164 


THE USE AND ABUSE 


Question. \\ hat are the one to two gear and the two to one 
gear used for? 

Answer. The one gear drives from the crank shaft to the two 
gear on the cam shaft and the two gear drives to the one gear on 
the magneto. 

Question. From what part of the cycle do we get power on a 
four-cylinder motor? 

Answer. The power stroke only, which may be the first and it 
may be the last, it depends on where you start in. 

Question. What is the definition of a cycle? 

Answer. The definition of a cycle is anything completing the 
same number of duties, coming back to the same point of starting, 
has completed a cycle. 

Question. In climbing a steep hill what do you want, force or 
power? 

Answer. We want power. 

Question. What are the essential parts of a gasoline car? 

Answer. Power, plant, carburetor, magneto, or ignition system, 
transmissions, oiling system, differentials, radiator. 

Question. What made the gasoline engine famous? 

Answer. The. timer. 

Question. How is the body attached to the car? 

Answer. Generally from four to eight bolts through the frame. 

Question. How is the speed changed and checked? 

Answer. By advancing and retarding the throttle. 

Question. What is the principle of the differential gears? 

Answer. The differential gears are so that one wheel can stand 
still and the other one run twice as fast in turning corners. 

Question. What is to be done with a leaky float or oil soaked 
float ? 

Answer. If a copper float take it out and solder it; if a cork 
float, take it and dry it and dij) in shellac. 

Question. How many different kinds of cooling S 3 ^stems are 
there? Name them. 

Answer. Air, oil and water. 

Question. How many water cooling systems are there? 

Answer. Two. 

Question. Name three kinds of transmissions? 

Answer. Selective, progressive and planetary. 

Question. Name four types of rear axles? 

Answer. A dead axle, semi-floating, full floating, three-quarter 
floating. 

Question. Name three types of differential? 

Answer. Spur gear, bevel gear, universal. 

Question. Where is the differential located in a double chain 
drive? 

Answer. It is located in the center of the car, but you will find 
the differential and transmission together. 

Question. What is the principle of a fly wheel? 

Answer. To hold the vibration steady and to help your cranks 
over dead center, to hold your speed steady to help carry through the 
idle strokes. 


OF THE AUTOMOBILE 


165 


Question. What is a two to one shaft? 

Answer. A cam shaft to the crank shaft. 

Question. What is meant by a mechanically operated valve? 

Answer. A valve which is operated by some mechanical part 
of a machine, which is forced open. 

Question. How is the mixture drawn into the cylinders? 

Answer. By the suction of the piston. 

Question. Name some carburetor troubles? 

Answer. Leaky float, dirt in spray nozzle, pipe line stopped up, 
water in gasoline. 

Question. How many speeds has a planetary transmission? 

Answer. Two ahead and one reverse. 

Question. What is a propelling shaft? 

Answer. A shaft which drives from the differential to the 
transmission. 

Question. What is the drive shaft? 

Answer. A shaft with a sliding gear and a transmission. 

Question. Where is the torsion radius rod used? 

Answer. Beside the propeller shaft, from the transmission to the 
differential. 

Question. What is meant by tappets? 

Answer. Push rods. 

Question. When an engine is hard to start, what is usually the 
trouble? • 

Answer. Not good compression. 

Question. AVhat is liable to cause the sudden stoppage of an en¬ 
gine ? 

Answer. Primary wire coming off which breaks the primary 
current or the .main high tension feed wire. 

Question. Plow many valves has each cylinder? 

Answer. Two, intake and exhaust. 

Question. What advantage is there, if any, in reversing the cur¬ 
rent? 

Answer. There is none. - 

Question. Name some of the simple magneto troubles? 

Answer. Primary wires getting broken in two, weak batteries, 
batteries disconnected, bad platinum points, dirty magneto, Aveak 
magneto, magneto not timed properly, high tension wire coming off, 
poor connections in switch. 

Question. Describe a T head motor? 

Answer. A T head motor is the shape of a T with exhaust valves 
on one side, and intake valves on the other. 

Question. Why would a motor pull on low speed and not on 
high ? 

Answer. The spark disconnected, carburetor not properly ad¬ 
justed, spark not properly set, valves not properly adjusted. 

Question. Why will an engine pull good on high speed and 
not on loAV? 

Answer. Loss of compression, poor adjustment of carburetor, 
spark not set properly, weak magnetos. 

Question. Whv will a storage battery short out cpiicker than 
a dry cell ? 


166 


THE USE AND ABUSE 


A storage battery has no resistance. 

A’hat is meant by a three-point extension? 

A motor which is carried on three points. 

A’hat is a primary current? 

A primary current is the first current that flows. 

Adiat is a secondary current? 

A secondary current is the second current which is 
produced through the breaking of the line of force. 

Question. How much of an air gap would you give a spark 


Answer. 

Question. 

Answer. 

Question. 

Answer. 

(Question. 

Answer. 


plug? 

Answer. One thirty-second of an inch. 

Question. What speed does a timer turn on a four-cycle engine? 
Answer. One-half the si)eed of the motor. 


Question. A hen is the master vibrator used? 

Answer. It is generally used on vibrating coils; can ])e used on 
any system that is operated by a timer. 

Question. AMiat causes a motor to over-heat? 

✓Nr- 

Answer. Poor circulation of water, poor circulation of oil, bad 
oil, or no oil at all, carrying spark too low, carl)on. 

Question. AVhat indicates misfiring and finally stopping of the 
engine ? 

Answer. A gasoline pipe line being stopped u]) from the car¬ 
buretor to the gasoline tank, the carbon getting under two or three 
valves, timer slipped. 

Question. If the engine does not start what may be the matter? 

Answer. No gasoline, no compression, no spark, timer not set 
right, spray nozzle stopped u]), water in gasoline. 

Question. How is the magneto grounded to the engine? 

Answer. Through the frame or shaft. 

Question. Explain how to reverse a motor? 

Answer. Py changing your cams on your cam shaft, to make 
them work in the reverse, which would not be a practical thing to 
do by no means. 

Question. If an outer casing blows out on the road, what can be 
done? 


Answer. If rope can be gotten, warp the rim with rope and run 
in on the rope; if not, run on the rim. 

Question. How is faulty valve timing made known? 

Answer. Back firing through the carburetor, or in the muffler, 
the motor has no power. 

Question. If your car should catch fire what would you do? 

Answer. Smother it with dirt or rags; don’t ever throw water. 

Question. How do you clean carbon out of a cylinder? 

Answer. By using carbonizer or taking the cylinder out, and 
scraping them out. 

Question. Plow does the engine transmit power to the rear 
wheels ? 

Answer. From the fly wheel to the clutch, to the jack shaft, to 
the drive shaft, to the propeller shaft, to the master gear, to the bevel 
Dinions, to the bevel side gears, to the rear axle, to the rear wheels. 

Question. Adiat is meant by changing s])eed gears? 


OF THE AUTOMOBILE 


167 


Answer. Changing’ from first speed to second, and from second 
to high, which is direct drive. 

Question. How are different speeds changed? 

Answer. By going to first speed we release the clutch clear out, 
but from first to second and second to high we only release the clutch 
far enough to release the clutch from the motor power. 

Question. Can the gears be changed when the engine is run¬ 
ning? 

Answer. Yes. 

Question. Why does the clutch slip? 

Answer. To prevent the car from starting suddenly. 

Question. What is meant by direct drive? 

Answer. Direct drive means the same as one shaft connected 
from the fly wheel to the master gear. 

Question. Is there anything to make a brake hold if it is slipping 
on the road ? 

Answer. By tightening your brake rods or throwing Fuller’s 
earth on the legging. 

Question. Is there any other means of checking a car on a steep 

hill ? 

Answer. Yes, by filling it in low speed, and turning off the 
switch, running again compression. 

Question. How are the cranks of two, four and six cylinders ar¬ 
ranged ? 

Answer. The two cylinder cranks are 180 degrees straight across, 
four cylinders are 180 degrees, one and four together and two and 
three together, six cylinders are 120 degrees apart; one and six to¬ 
gether, two and five together, three and four together. 

Question. Explain the action of a pneumatic tire? 

-Answer. When the car is traveling, the air is traveling in the 
opposite direction, and if you strike any small object on the road the 
air o'ives back absorbing the shock. 

Question. How are the tires kept on the rim? 

Answer. Some are kept on by clinchers, and some are kept on 
by rings. 

Question. Does the tire get hot when running on the road and 
what causes it? 

Answer. Yes. It is caused from the hot sun and roads, and the 
friction of air. 

Question. Can you fix a puncture inner tul)e temporarily on the 
road ? 

Answer. Yes, with a cement cold patch. 

Question. How long should the cement l)e left to drv before the 
patch is put on? 

Answer. Fifteen minutes. 

Question. Is there any other way of mending inner tubes? 

Answer. Yes, with a button that is made for the purpose, and by 
vulcanizing. 

Question. Are light tires better than heavy tires? 

Answer. They are for light cars, l)ut not for heavy cars. 

Question. Which will last the longest, the one with the air or 
the one with the punctureless process? 


168 


THE USE AND ABUSE 


Answer. 

long. 

Question. 

Answer. 

Question. 

Answer. 


The one with the ])unctureless process will last twice as 

Will it ride as easy? 

No. 

Can it be used over? 

Yes, as many times as you like. 


Question. 

Answer. 

Question. 

Answer. 


Is it safe to run with a tire down? 

No, it will ruin your inner tube and casing. 

May not this injure the steel rim? 

Not if you don't drive fast. 


Question. Mdiat sometimes causes radiators to leak? 

Answer. Sometimes from the motor being hot and the radiator 
cooling off too quick allows the tubes to shrink from the tube sheet, 
loose radiators cause the solder to be jarred loose. 

Question. Should a man think he knows all about an automo- 
bile when he has these questions learned? 

Answer. No, not with a thousand on top of them. 

Question. What should be the specific gravity of a storage bat¬ 
tery ? 

Answer. The specific gra\'ity should read between a 1.280 and 
1.300 if the battery is fully charged. 

Question. If the battery is found to have low specific gravity, 
\vhat is to be done? 

A. The battery should be put on and charged at the .24 hour 
rate for several days until specific gravity in each cell has remained 
constant for one hour or more. 


Question. Should the gravity remain low, refuse to come up, 
what should be done? 

Answer. A small amount of pure sulphuric acid should be added 
to those cells which do not come up and the battery charged again at 
its finishing rate. 

Question. If a battery is not in use, can it be stored away? 

Answer. No, the battery should be kept charged. 

Question. How often should battery be charged? 

A. The battery should be charged at least every 3 or 4 weeks. 

Question. Can the battery be charged with the dynamo suf¬ 
ficient when not being used? 

Answer. Yes, by running the engine at a speed of about 20 miles 
an hour for one hour every two weeks. 

Question. Should acid be added to a battery when solution be¬ 
comes low? 

Answer. No. 


Question. What should be put in the battery when solution be¬ 
comes low? 

Answer. Pure distilled water. 

Question. How high should the solution stand above the plates? 
Answer. Qne-fourth of an inch. 

Question. If pure distilled water cannot be secured, what can 
be used in its place? 

Answer. Ice water or rain water after being filtered. 


OF THE AUTOMOBILE 


169 


Question, How would you filter the water? 

Answer.’ Through a piece of brown paper folded in the shape of 
a funnel. 

Question. If the water gets real low in one cell, what is the 
trouble? 

Answer. You have a cracked jar; must be removed and a new 
one replaced. 

Question. How can you tell if your generator is generating if 
you ha\e no ammeter? 

Answer. By turning on the lights, watching the rail light when 
the engine starts, and notice if the rail light becomes brighter; if so, 
generator is generating. 

Question. When engine is running ammeter does not register, 
what is the trouble? 

Answer. Fuse burnt out, broken connections on generator, gen¬ 
erator not generating, cut out relay points too far apart. 

Question. Ydiat is the distance a point should be on a cut out 
relay ? 

Answer. 1-64 to 1-3.2 of an inch. 

Question. If wire is broken on generator, how can you tell? 

Answer. Generator will make a strange sound when running-. 

Question. Should generator run when disconnected, or storage 
battery disconnected? 

Answer. No, not unless the terminals on generator are shorted 
together. 

Question. If generator does not charge, what is wrong? 

Answer. The commutator is dirty and should be cleaned with 
00 sand paper. 

Question. How often should the battery be filled with water 
when battery is being used? 

Answer. In summer time, once a week, winter, once every two 
weeks. 

Question. If ammeter hand lays clear over against pin on dis- 
* charging side, what is the trouble? 

Answer. The cut out relay is stuck and storage battery is dis¬ 
charging through the generator, providing it shows a charging rate 
when generator is running. 

Question. If hand of ammeter lays against pin when engine is 
running or not running? 

Answer- The ammeter has been shorted. 

Question. What can be done when ammeter is shorted so it will 
not register correctly? 

Answer. Take ammeter off and short circuit it on storage battery 
so as to throw it back. 

Question. Will two currents of the same pressure travel in op¬ 
posite directions on the same wire? 

Answer. Yes. 

Question. What causes lights to flicker? 

A. Loose connections, loose lamps and socket. 


170 


THE USE AND ABUSE 


Question, causes lights to go out? 

Answer. Loose connections on storage battery to generator, 
loose connections at lamp, broken wires at lamp, l)urnt out lamps. 

Question. What should the voltage be when taken at a 24 hour 
charging rate? 

Answer. 2^/2 volts per cell when the battery is full. 

Question. If the solution should get spilled, what amount of 
water and what amount of acid would we use? 

Answer. Add electrolyte, a solution which is composed of one 
part sulphuric acid and three parts water. 



PLAN VIEW OF CHASSIS WITH SHAFT DRIVE 


1 

Cylinder castings 

14 

Exhaust pipe 

2 

Change speed gear box 

15 

Muffler 

3 

Side frames 

16 

Water pump 

4 

Brake band 

17 

Magneto 

5 

Front springs 

18 

Carburetor 

6 

Rear springs 

19 

Spark plugs 

7 

Front axles 

20 

High tension wires 

8 

Rear axles 

21 

Radiator 

9 

Wheels 

22 

Radiator cap 

10 

Rims 

23 

Water outlet pipe 

11 

Tires 

24 

Steering arm 

12 

Fly-wheel 

25 

Dashboard 

13 

Water inlet pipe 




26 Steering wheel 

27 Steering post 

28 Steering mechanism 

29 Steering wheel spoke*-- 

30 Quadrant 

31 Differential housing 

32 Driving shaft 

33 Gas lamp brackets 

34 Change speed lever 

35 Brake lever 

30 Equalizer spring 
37 Foot board brackets 


38 Brake rods 

39 Brake shaft 

40 Brake equalizer 

41 Platform spring 

42 Universal joints 

43 Spring clips 

44 Frame cross member 

45 Wheel hub 

46 Wheel nuts 

47 Wheel spokes 

48 Mechanical oiler 

49 Oil leads 


50 Oil filler cap 

51 Fan 

52 Fan pulley 

53 Fan blades 

54 Throttle lever 

55 Spark lever 

56 Oil cups 

57 Leather tape for radiator support 

58 Tie rod for radiator support 

59 Engine supports 

60 Side oil lamp bracket 

61 Dashboard coil 


62 Brake equalizer bar 

63 Spring shackles 

64 Starting crank handle 

65 Reach rod 

66 Steering arm pivot 

67 Muffler cut out levers 

68 Water connection to radiator 

69 Clutch casing 

70 Brake pedal rod 

71 Inlet water pipe 

72 Fan belt automatic adjuster 

73 Speedometer gear 


74 Cap for lubricating differential 

75 Clutch cover plate 

1 6 Change speed gear tx)X cover plate 

77 Gusset plates 

78 Thrust bearing and panion housing 

79 Oiler shaft 

80 Ifash hoard brace 

81 Exhaust pipe bracket 

82 Underpan 

83 Clutch rod 

84 Tad lamp tiracket 

85 Spring steering connection 























































































































































































































































































































INDEX 


A 

Auto-Lite Equipped on a Chevrolet.139 

Auto-Lite Wiring System'.152 

All Lights Go Out.122 

All Lights Go Dim.122 

Ammeter or Indicator Registers Discharge with All Lights Off and Engine 

Idle. 123 

Ammeter or Indicator Does Xot Register Charge While Engine Is Run¬ 
ning and All Lights Go Out... . .123 

Anti-Freezing Solutions for Motor Cooling Systems. 78 

B 

Bosch High Tension. 29 

Bell-Shaped Magnet . 37 

Batteries Not in Use..118 

Brushes and Brush Holders.120 

Broken Parts and How to Get Home. 4 

Bevel Gear Differential. 70 

C 

Charging Rates.125-126 

Condensed 1 nstructions.112-115 

Commutator.120 

Care of Batteries When Not In Use.114-118 

Conditions That Affect Ignition Independent of Batteries. 77 

Carburetors. 43 

D 

Detailed Instructions—When Receiving a Car.113 

Detailed Instructions—Putting the Battery Into Service.115 

Discharging.116 

Diagram of a Gray & Davis Lighting System. 147-148 

Deaco Six-Volt Electric Lighting Generator..131 

Deaco Lighting and Starting System Illustrated. 132, 133, 134 

E 

Electric, General.96-109 

Eight-Cylinder Cadillac.81, 82, 84, 85, 87, 88, 90 

Evaporation and Lowering of Solution. 118 

F 

Foreword . A 6 

Four Vibrating Coils.!. 5 

Four Unvibrating Coils with Master Vibrator or Double Ignition System.. 11 

First Aid in Engine Trouble. 75 

G 

Gray & Davis Lighting System. 147 

Gray & Davis Equipped on a Ford.138 

General Electric .96-109 

General Instructions . 121 

Generator Test.123 

Gasoline Adjustment for Stromberg. 51 

H 

Hard Questions .About the Automobile Plainly .Answered.154-170 

Holly Carburetor . 53 

Hurrying a Charge.117 

I 

Instruments.1L5 

Illustrations of a Delco System as l.Ued on a Packard.143, 146 

Ignition Instructions .121 

Installation Operation of the Remy Model O. B.119 

J 

Junior Delco Lighting and Starting System.135-136 

K 

King Eight .91. 92, 93, 94, 95 

L 

List of Tools. fll 

Lights Flicker.122 



















































M 


Magneto . 

Mea Magneto .. . 

Maintenance. 

Magneto Charger 


Northeast Starting and Lighting System.149-151 

O 

Old Type Storage Battery.123 

One Light Goes Dim.122 

One Light Goes Out.122 

P 

Periods of Inspection.113-116 

Planetary Transmission . 68 

Progressive Transmission. 6a 

R 

Remy Magneto . 21 

Recharging.116 

Rule for Brazing.. 77 

Remedies for Possible Trouble.122 

Remy Electric Lighting and Starting System.127-130 

Rayfield Carburetor . 55 

Rayfield Dash Control . 57 

Rayfield Adjusting.57, 58 

S 

Specific Gravity .113-118 

Spilled Solution .113-118 

Splitdorf Magneto . 26 

Stewart Vacuum Gasoline System.58-59-60 

Sulphating.118 

Simplified Diagram of the Delco System as Used on a Packard.145 

Spur Gear Differential.73 

Storage Battery .123 

Suggestions. 78 

Stromberg Carburetor . 48 

Starting.130 


T 

Theory of the Storage Battery. 

Travel of a*Piston. 

To Locate Generator Trouble. 

Tables for Charging Storage Batteries. 

Tables for Charging Sparking Batteries. 

Tables for Charging Lighting Batteries. 

Temperature. 

Tempering Springs. 

The Vulcan Electric Gear Shift. 

The Way to Avoid Trouble. 

Troubles of the Four Vibrating Coils and How to Locate Them 

Troubles of No. 25 and How to Locate Them. 

Troubles of the Uno Sparker. 

Troubles of the Remy System . 

The Splitdorf Magneto. 

Troubles of the Splitdorf System. 

Type L. ... 

T ransmission. 

Transmission, Selective . 

U 

Uno Sparker . 

Useful Information . 

V 

Valve Timing . 

W 

Wiring Diagram of the Bosch Z.-R. Six Dual System. 

Wiring Diagram of Gray & Davis Equipped on a Ford. 

Wiring. 


109 

37 

123 

125 

126 
126 
117 

77 

141 

4 

9 

14 
17 
24 
26 
29 
47 
61 
63 

15 
79 


40 


33 

138 

120 




























































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